1 00:00:00,000 --> 00:00:07,710 are 2 00:00:07,710 --> 00:00:12,869 listening to the VSL Aviation Podcast I'm your host Seth Lake Thanks for joining us Now this is 3 00:00:12,869 --> 00:00:16,074 live streamed on YouTube Instagram Twitch all the places 4 00:00:16,074 --> 00:00:20,280 and primarily on Discords where you can interact with us. 5 00:00:20,280 --> 00:00:27,370 So this is our our weekly podcast that I'm trying to do just to increase that interaction I get from people on on week to week. 6 00:00:27,370 --> 00:00:32,119 So join us in discord If you wanna talk live on the podcast or if you wanna ask your questions 7 00:00:32,119 --> 00:00:37,799 you can send it over on Instagram YouTube or Twitch I'm not monitoring those right now but I 8 00:00:37,799 --> 00:00:41,979 have somebody John, who I'll let him introduce himself here in a second. 9 00:00:41,979 --> 00:00:45,630 He's helped and edit that So he'll pass the question along to me and then I'll answer it There's 10 00:00:45,630 --> 00:00:50,430 a couple of topics that I cover at the top of the show and then open it up to questions Kind of 11 00:00:50,430 --> 00:00:56,072 any and all questions you got general aviation wise, commercial aviation, And if you 12 00:00:56,072 --> 00:01:00,262 have those check ride questions I'm a designated pilot examiner give a lot of check rides And so 13 00:01:00,262 --> 00:01:04,720 that seems to be a popular topic of things to discuss. 14 00:01:04,720 --> 00:01:11,370 So we'll go ahead and get started. I was already saying kind of in the in the pre show 15 00:01:11,370 --> 00:01:16,160 talk that I don't have a lot prepared today There's a couple of topics that I wanted to cover, 16 00:01:16,160 --> 00:01:22,380 and then open it up to questions So hopefully we have some people online that have some good questions to ask. 17 00:01:22,380 --> 00:01:28,309 So the thing I was gonna start with, and we're we're gonna try to screen share this I think 18 00:01:28,309 --> 00:01:35,134 it should come across… but we'll see This will be…A 19 00:01:35,134 --> 00:01:39,154 little bit of a test of that… So 20 00:01:39,154 --> 00:01:43,345 what I'm gonna do is share my screen. 21 00:01:43,345 --> 00:01:50,314 So you should be seeing an FAA screen now what I did is I searched for FAA 22 00:01:50,314 --> 00:01:56,634 part one thirty five certificate holders And so the genesis of this question is during the 23 00:01:56,634 --> 00:02:01,319 commercial check ride which I just gave one of those today an initial commercial check ride. 24 00:02:01,319 --> 00:02:07,154 And during that check ride I have a few different scenarios that I should throw to the applicant. 25 00:02:07,154 --> 00:02:11,104 And if you're preparing for your commercial or you took your commercial you probably know that 26 00:02:11,104 --> 00:02:17,974 that's it's kind of a no point of, of, contention of you know what 27 00:02:17,974 --> 00:02:22,774 is the DP you're gonna ask about holding out and all this different stuff Right We can go down a 28 00:02:22,774 --> 00:02:28,074 lot of different rabbit holes on whether or not you can legally do this commercial flight and 29 00:02:28,074 --> 00:02:32,654 get compensated to fly Right And that's the goal for most of us getting involved in aviation is 30 00:02:32,654 --> 00:02:36,264 one day be able to fly for compensation or higher. 31 00:02:36,264 --> 00:02:39,514 So the question is how do we do that legally? 32 00:02:39,514 --> 00:02:45,704 So,, one of the things that I like to throw in there is how to know that your 33 00:02:45,704 --> 00:02:52,369 employer is… operating as a legal operator Right And when I talk about an operator I'm talking 34 00:02:52,369 --> 00:02:55,880 about a certificate holder So they hold a part one nineteen certificate A 35 00:02:55,880 --> 00:02:59,479 lot of us start out in our first paying job. 36 00:02:59,479 --> 00:03:04,610 maybe after being a CFI is to work for a one thirty five and that's just simply a a non 37 00:03:04,610 --> 00:03:11,462 scheduled airline service Right we typically just the colloquial term is to just call it a charter. 38 00:03:11,462 --> 00:03:17,419 So for all that purposes when I say charter in part one thirty five I'm kinda using that interchangeably. 39 00:03:17,419 --> 00:03:22,089 so I I've got the story that I share with a lot of my commercial applicants where I'm sitting 40 00:03:22,089 --> 00:03:28,279 on the the FBO or sitting inside the FBO And out on the ramp I see this plane that pulls up 41 00:03:28,279 --> 00:03:31,910 and a young guy gets out of a business dude gets out of the back. 42 00:03:31,910 --> 00:03:37,029 Business dude goes to a car gets in. Young guy comes in sits down on the couch with me and I'm 43 00:03:37,029 --> 00:03:41,440 like oh I know I know what this guy's doing He's doing some sort of part ninety one or or maybe 44 00:03:41,440 --> 00:03:47,360 a charter flight, and you know building some hours And that's great So I strike up the conversation. 45 00:03:47,360 --> 00:03:52,230 And quickly he tells me he's flying one thirty five in the small piston aircraft Well, that 46 00:03:52,230 --> 00:03:58,214 kinda raises my eyebrows because A lot of small piston aircraft are difficult to put on a one 47 00:03:58,214 --> 00:04:04,234 thirty five That's not a real common thing to see on a part one thirty five certificate The maintenance requirements are really high. 48 00:04:04,234 --> 00:04:10,379 at any rate… conversation kinda ebbs and flows And in the downtime I got my laptop here and 49 00:04:10,379 --> 00:04:14,969 I pull up this website And all you have to do to find this website on your own is to search for 50 00:04:14,969 --> 00:04:19,119 FAA…part one thirty five operator list. 51 00:04:19,119 --> 00:04:23,049 And it will take you directly and then put that in Google That's the best way to search what's 52 00:04:23,049 --> 00:04:27,100 on the FA's I and it'll pull up this XLS document 53 00:04:27,100 --> 00:04:31,209 So let's take a look at this XLS op document here. 54 00:04:31,209 --> 00:04:37,010 So this is a part one thirty five operator list So let's say that you're a new hire at a part 55 00:04:37,010 --> 00:04:41,639 one thirty five You're all excited You got maybe, you know seven hundred hours you're tired of 56 00:04:41,639 --> 00:04:44,940 instructing You're excited to be able to fly something a little bit bigger a 57 00:04:44,940 --> 00:04:48,522 little bit faster and make a little bit more money hopefully. 58 00:04:48,522 --> 00:04:52,132 So every part one thirty five operator has to 59 00:04:52,132 --> 00:04:56,265 have what's called an operations specifications. 60 00:04:56,265 --> 00:05:01,817 So an op spec is what we call that And in that op spec they have to list…not only the types 61 00:05:01,817 --> 00:05:05,153 of aircraft that they can legally fly but the actual 62 00:05:05,153 --> 00:05:10,139 model make and model and tail number registration of those aircraft. 63 00:05:10,139 --> 00:05:16,357 So this list is basically it I think it's updated monthly So it's not always, a hundred 64 00:05:16,357 --> 00:05:20,547 percent correct but it's a good place to start from So every apartment one thirty five has to 65 00:05:20,547 --> 00:05:26,137 list all of the the tail numbers that they can legally operate on this list. 66 00:05:26,137 --> 00:05:31,647 And long story short if you're flying for a one thirty five operator on a tail number that isn't 67 00:05:31,647 --> 00:05:38,507 on this list…and that isn't in your current and signed operation specifications, 68 00:05:38,507 --> 00:05:41,835 then you could be doing an illegal charter. 69 00:05:41,835 --> 00:05:47,514 So… it's it's something that doesn't really get taught in commercial training but I think it's 70 00:05:47,514 --> 00:05:50,945 something that's really important for a commercial pilot. 71 00:05:50,945 --> 00:05:56,994 So I'm not gonna,, pick on anybody I just randomly selected this Dale Aviation and I see 72 00:05:56,994 --> 00:06:00,799 that they have some the c nineties the king air ninety. 73 00:06:00,799 --> 00:06:07,504 Real common aircraft to have. I've got probably a couple hundred hours in Kingier nineties. 74 00:06:07,504 --> 00:06:13,604 Great airplane, and really popular on one thirty five and also just a popular airplane in general. 75 00:06:13,604 --> 00:06:20,312 So we can see that Dale Aviation it looks like just counting here that they've got seven c nineties. 76 00:06:20,312 --> 00:06:27,049 On their certificate. And there are these specific tail numbers here We've got seven specific tail numbers. 77 00:06:27,049 --> 00:06:32,269 So a scenario that I might bring up in a check right is you know you go out to the airplane and 78 00:06:32,269 --> 00:06:36,362 you're normally flying, November two zero seven papa. 79 00:06:36,362 --> 00:06:42,765 But let's say…there's a let's find another See see if we can find another C ninety 80 00:06:42,765 --> 00:06:46,765 here Well we'll just make up the tail number November one two three four is out there and it's a 81 00:06:46,765 --> 00:06:52,442 C ninety and it's equipped the identical way… to two zero seven papa. 82 00:06:52,442 --> 00:06:57,369 And the owner says yeah. Two zero seven papa is down for a phase inspection. 83 00:06:57,369 --> 00:07:02,009 it's not available So we borrowed November one two three four out there Again it's a c ninety 84 00:07:02,009 --> 00:07:05,735 equipped exactly the same as two zero seven papa. 85 00:07:05,735 --> 00:07:09,255 And you're asked to go fly this flight now if 86 00:07:09,255 --> 00:07:12,864 it's a one thirty five flight, that's not legal. 87 00:07:12,864 --> 00:07:19,434 Right You you can't legally fly this airplane because it's not on the op spec that you are 88 00:07:19,434 --> 00:07:24,410 signed off on as a one thirty five pilot Right So the one thirty five that you're flying for the 89 00:07:24,410 --> 00:07:29,449 certificate you're operating under the airplane you're flying has to be listed in the off spec 90 00:07:29,449 --> 00:07:35,759 or and or on this list Not like I said this list is slightly out of date sometimes so there 91 00:07:35,759 --> 00:07:42,139 could be an instance where, maybe a lease was entered by that one thirty five operator 92 00:07:42,139 --> 00:07:47,367 and that was signed off by the Fizzo and that's all filed properly and and everything's copacetic. 93 00:07:47,367 --> 00:07:51,877 But you need to start asking some questions if you're being asked to fly a plane that's not on 94 00:07:51,877 --> 00:07:56,297 that one thirty five So kind of back to my initial story I'm sitting in the FBO I pull up this 95 00:07:56,297 --> 00:08:02,817 list And sure enough I don't see the the n number that's on the plane that's out there on the FBO isn't in this list. 96 00:08:02,817 --> 00:08:06,927 And so I asked the the pilot a little bit more about his one thirty five. 97 00:08:06,927 --> 00:08:10,677 And to me it sounded like the one thirty five maybe he was trying to pull the wool over his eyes 98 00:08:10,677 --> 00:08:17,004 a little bit because… the one thirty five did I did find them on here and I saw that they had a 99 00:08:17,004 --> 00:08:21,359 of King Years and that's what he said he was doing is building hours in this Aztec. 100 00:08:21,359 --> 00:08:24,860 And eventually he was gonna get moved up to the King Year. 101 00:08:24,860 --> 00:08:30,890 And, you know he wasn't there that long and left but that story kind of that that sticks with 102 00:08:30,890 --> 00:08:36,940 me because often wondered, I didn't ask all the questions because yeah I think he was tired of 103 00:08:36,940 --> 00:08:43,585 talking with me Maybe a little bit nervous I'm like Hey who is this dude It's asking too many questions about my operation. 104 00:08:43,585 --> 00:08:48,804 But at the end of the day, Hopefully I opened his eyes a little bit to to say that you know you 105 00:08:48,804 --> 00:08:54,179 need to ask some some questions about the people you're working for because…these operators 106 00:08:54,179 --> 00:08:57,359 may be asking you to do something that isn't quite legitimate. 107 00:08:57,359 --> 00:09:01,029 Now there is a way that he might have been on a legitimate flight like the owner of that one 108 00:09:01,029 --> 00:09:04,779 thirty five also owned Aztec and that was just apartment ninety one flight. 109 00:09:04,779 --> 00:09:10,049 That was fine But the point was I've got this new hire at a one thirty five that that told me he 110 00:09:10,049 --> 00:09:13,782 was doing a charter in a plane that wasn't listed on here. 111 00:09:13,782 --> 00:09:19,222 And either he needs more training about what actually is a charter and what is not a charter, 112 00:09:19,222 --> 00:09:25,517 or he was being told it was a charter and it it was but it was an illegal one. 113 00:09:25,517 --> 00:09:30,947 So I've often brought this up, and I'd like to hear from the group maybe later if you've 114 00:09:30,947 --> 00:09:34,387 ever seen this, Eep that I'm showing here on Excel. 115 00:09:34,387 --> 00:09:39,575 this is a pretty important, thing for you to know as a commercial pilot a way to kind 116 00:09:39,575 --> 00:09:45,544 of make sure that your operator is operating under the the right set of rules Because I could 117 00:09:45,544 --> 00:09:51,534 definitely see you know a new CFI that's hungry for flight hours, kinda get a little bit 118 00:09:51,534 --> 00:09:57,445 over their skis and not ask enough questions because hey this guy's or this company is paying me 119 00:09:57,445 --> 00:10:01,625 to fly And I need the flight hours Right I wanna go to the airlines all that. 120 00:10:01,625 --> 00:10:07,155 it's easy to maybe get a little excited about that and not ask enough questions. 121 00:10:07,155 --> 00:10:11,354 there's kind of that saying of don't look a gift horse in the mouth where if somebody gives 122 00:10:11,354 --> 00:10:16,255 you something that's that's of value you don't want to inspect it too closely because hey you just got this. 123 00:10:16,255 --> 00:10:20,294 And that's not true for these jobs because at the end of the day 124 00:10:20,294 --> 00:10:24,345 you putting your certificate on the line just as much as the operator's certificate. 125 00:10:24,345 --> 00:10:28,744 So if you land and get ramp inspected and it turns out that is an illegal charter, your 126 00:10:28,744 --> 00:10:34,662 certificate is gonna get action taken against it more than likely as well as the part one nineteen. 127 00:10:34,662 --> 00:10:39,662 But it's gonna be your certificate on the line as well. So I wanted to to show that to folks 128 00:10:39,662 --> 00:10:46,070 Another one that is kind of related to that is an advisory circular 129 00:10:46,070 --> 00:10:49,277 , and I'll share the screen one more time. 130 00:10:49,277 --> 00:10:53,007 Or again anyway, this is the truth in leasing advisory 131 00:10:53,007 --> 00:10:57,325 circular So ninety one thirty seven, bravo. 132 00:10:57,325 --> 00:11:04,167 And we're gonna go to page fit…And what's cool about this advisory circular is 133 00:11:04,167 --> 00:11:08,650 at the… at the end, it has 134 00:11:08,650 --> 00:11:13,700 a in figure one this is on page seven of that advisory circular. 135 00:11:13,700 --> 00:11:17,074 It has a sample, truth and leasing. 136 00:11:17,074 --> 00:11:21,694 and this this is an example of how a dry lease would be, 137 00:11:21,694 --> 00:11:26,372 done and filed…for the new operator. 138 00:11:26,372 --> 00:11:32,760 So you might question about, well Seth when would I need to use a leasing agreement like this? 139 00:11:32,760 --> 00:11:38,500 Well specifically, if it's a turbine aircraft, you would have to have a lease done. 140 00:11:38,500 --> 00:11:43,880 And more specifically you need a lease done whenever the person who's operating or exercising 141 00:11:43,880 --> 00:11:47,274 operational control of this aircraft…isn't the individual 142 00:11:47,274 --> 00:11:50,672 or entity that's listed on the aircraft registration. 143 00:11:50,672 --> 00:11:55,882 So I kind of think of it as I'm connecting the dots So if I'm paid as a commercial pilot to do a 144 00:11:55,882 --> 00:12:00,512 flight, I'm gonna go out and verify that the planes are airworthy by looking at the 145 00:12:00,512 --> 00:12:05,242 airworthiness certificate and the registration among other things Right That registration is 146 00:12:05,242 --> 00:12:10,802 really important as a commercial pilot because the entity that that aircraft is registered to. 147 00:12:10,802 --> 00:12:16,972 That's the owner Right? And if the owner is the one that's hiring me and exercising operational 148 00:12:16,972 --> 00:12:21,932 control and they're also the passenger then that's a legal part ninety one flight more than 149 00:12:21,932 --> 00:12:26,202 likely Now there's some other things that we need to look at there that can get in the weeds and 150 00:12:26,202 --> 00:12:30,382 we can talk about that later if you want But for the most part if they're act acting in 151 00:12:30,382 --> 00:12:37,107 operational control, And the registered owner hey I'm good to go But if the person or entity 152 00:12:37,107 --> 00:12:43,184 I'm flying… or who is acting in operational control isn't the person that the aircraft is 153 00:12:43,184 --> 00:12:48,785 registered to, Then I haven't connected the dots Right The registered owner is in an 154 00:12:48,785 --> 00:12:53,725 operational control for this flight So how do I prove what piece of document What paper trail do 155 00:12:53,725 --> 00:12:57,145 I have linking the registered owner to the current 156 00:12:57,145 --> 00:13:00,905 … entity or person that's in operational control. 157 00:13:00,905 --> 00:13:04,604 And I would do that through a lease agreement like this. 158 00:13:04,604 --> 00:13:11,325 So if I say, Joe Bob is the registered owner, and Henry is the guy that's exercising 159 00:13:11,325 --> 00:13:18,200 operational control…then I would have this truth and leasing document filled out…where 160 00:13:18,200 --> 00:13:25,160 the lessor being Joe Bob, the lessor is going to lease to the lessee, 161 00:13:25,160 --> 00:13:31,984 Henry, down on this this document here So now I've got both…I've got the paper trail Right 162 00:13:31,984 --> 00:13:37,044 I've connected the dots from the registration to the person acting in operational control. 163 00:13:37,044 --> 00:13:41,234 And this is just an example of what a truce and leasing clause 164 00:13:41,234 --> 00:13:45,695 would look like It's required for turbine aircraft It's not required for piston aircraft. 165 00:13:45,695 --> 00:13:51,585 But if you're out there doing you know pilot services, this is a good thing to be familiar with. 166 00:13:51,585 --> 00:13:57,202 And a good question to ask you know the commercial pilot I've I've flew with today…in fact 167 00:13:57,202 --> 00:14:02,202 shared you know he'd been on a couple of flights where he had sat right seat in an aircraft 168 00:14:02,202 --> 00:14:05,772 that's single pilot So it's all copacetic it's just hey 169 00:14:05,772 --> 00:14:09,402 he got the opportunity to fly right seat in a cool jet So he did that. 170 00:14:09,402 --> 00:14:14,772 And he had some questions like well we were doing this flight and, you know the person that 171 00:14:14,772 --> 00:14:18,582 owned the aircraft wasn't on the aircraft So how do I know that was legal? 172 00:14:18,582 --> 00:14:23,527 And that's where I brought up all the the truth in leasing the the lease document. 173 00:14:23,527 --> 00:14:28,784 Should be in place and this has to be onboard the aircraft and also has to be filed with the Fizzo. 174 00:14:28,784 --> 00:14:34,674 but this document could connect those dots there So just because you don't have the 175 00:14:34,674 --> 00:14:39,074 registered owner onboard the airplane, and are flying for hire Doesn't mean necessarily you're 176 00:14:39,074 --> 00:14:44,320 breaking the law as long as this was done as a backup there. 177 00:14:44,320 --> 00:14:50,315 Alright. So that's that stop that…screen sharing. 178 00:14:50,315 --> 00:14:56,434 John we'll take a I'm gonna drink a water here Why why don't you introduce yourself 179 00:14:56,434 --> 00:15:02,820 please… Sure I'm John I'm a CFI in Rhode Island. 180 00:15:02,820 --> 00:15:09,679 And I'm just here to help out Seth with whatever he needs help with So I kinda run the 181 00:15:09,679 --> 00:15:13,709 I administrate the discord i run the podcast 182 00:15:13,709 --> 00:15:18,114 or from the technical side of things. 183 00:15:18,114 --> 00:15:22,645 You know and that kind of stuff So if you have any questions, you know I'm a double I MEI, 184 00:15:22,645 --> 00:15:28,565 CFI So if you have any kind of questions, I'm always around So let me know. 185 00:15:28,565 --> 00:15:34,345 Awesome Yeah I just wanted to I I just said I was gonna let you introduce yourself and I never did that. 186 00:15:34,345 --> 00:15:38,475 Yeah If you you'll hear me referring to John John's helping me manage all this we got we're 187 00:15:38,475 --> 00:15:41,744 trying to live stream a bunch and found that I'm not the 188 00:15:41,744 --> 00:15:45,595 best at that, so I really appreciate his help. 189 00:15:45,595 --> 00:15:51,215 So if you're you know if you're watching the live stream on Instagram or YouTube or Twitch, 190 00:15:51,215 --> 00:15:56,684 or discord you don't have any questions that's gonna go through John He'll let me know you've got a question. 191 00:15:56,684 --> 00:16:00,304 and you can go ahead and start sending those in I'm gonna cover one more thing we're gonna 192 00:16:00,304 --> 00:16:04,715 move over to questions So hopefully we have a few on the docket already. 193 00:16:04,715 --> 00:16:11,665 Alright The next thing I wanted to cover this one's like late breaking news I I don't do a lot of late breaking news. 194 00:16:11,665 --> 00:16:18,274 but I saw this come across my Facebook feed and I was very interested…because it lines up 195 00:16:18,274 --> 00:16:23,574 really well with with some of the, scenarios that I get So this comes from a group that I'm 196 00:16:23,574 --> 00:16:27,522 in the Beach Craft Baron fifty five Very specific. 197 00:16:27,522 --> 00:16:31,320 Facebook group. but I saw this picture. 198 00:16:31,320 --> 00:16:37,929 And, luckily obviously the the guy got on the ground safely You can see here, got on the 199 00:16:37,929 --> 00:16:44,924 ground safely but he obviously had some sort of major failure,, in flight 200 00:16:44,924 --> 00:16:51,084 And I've looked out the left hand window of a beach craft baron before and seen almost this 201 00:16:51,084 --> 00:16:57,539 exact thing…where the the engine Callings just covered in oil. 202 00:16:57,539 --> 00:17:04,479 and what I thought was interesting,, is his… let me 203 00:17:04,479 --> 00:17:11,015 see if I can pull up his actual post… I thought he had more text 204 00:17:11,015 --> 00:17:17,964 about what actually had happened… well, what he said from the text is 205 00:17:17,964 --> 00:17:21,662 he was flying along… in about fifteen minutes 206 00:17:21,662 --> 00:17:25,849 into the flight, he starts to get a vibration. 207 00:17:25,849 --> 00:17:30,430 And the interesting thing about the comment that he made about the vibration is he initially 208 00:17:30,430 --> 00:17:36,204 thought that it was maybe flutter from a flight control He didn't even know it was coming from the engine. 209 00:17:36,204 --> 00:17:43,035 So…this is the exact type of scenario that I give…in a multi engine ride, 210 00:17:43,035 --> 00:17:49,160 where I'll say you start to experience just general airframe vibration. 211 00:17:49,160 --> 00:17:53,580 And it kinda throws a lot of people off where they're like well, there's not a really a 212 00:17:53,580 --> 00:18:00,042 checklist for airframe vibration in in most you know small aircraft There's not any way. 213 00:18:00,042 --> 00:18:04,552 and what I'm looking for is I'm looking for you to troubleshoot to see if it's the left or 214 00:18:04,552 --> 00:18:08,852 the right engine because what's happening here is that left engine or right engine begins to 215 00:18:08,852 --> 00:18:14,622 vibrate It it translates that vibration through the engine mounts into the rest of the airframe. 216 00:18:14,622 --> 00:18:18,002 And you can't really tell that it oh it's the left engine 217 00:18:18,002 --> 00:18:21,650 that's vibrating…or the right engine. 218 00:18:21,650 --> 00:18:27,767 You can just tell that there's a vibration there. And I actually had this happen to me… before 219 00:18:27,767 --> 00:18:34,395 where I've had a piece of the…and it is very similar to this incident because this this break 220 00:18:34,395 --> 00:18:37,964 in the windshield right here happened after he heard a loud pop. 221 00:18:37,964 --> 00:18:41,534 So it had been vibrating for a little bit He thought it was a flight control. 222 00:18:41,534 --> 00:18:46,635 Then he he heard a loud bang which is probably whatever came off the engine hit the wind screen 223 00:18:46,635 --> 00:18:50,770 and did some damage to the wind screen there luckily it didn't go through. 224 00:18:50,770 --> 00:18:56,000 and that's when he saw the oil start to stream out over the engine cow and he shut down the 225 00:18:56,000 --> 00:19:01,300 left engine feathered it successfully and landed with single engines successfully So he 226 00:19:01,300 --> 00:19:06,934 did a great job so it was a awesome job as far as handling the emergency. 227 00:19:06,934 --> 00:19:13,734 But it reminds me of, an event where I was flying Aztec and the the spinner of the Aztec on 228 00:19:13,734 --> 00:19:20,459 the left engine separated in flight So it broke apart and that spinner… it was like a grenade 229 00:19:20,459 --> 00:19:27,102 It blew off and it hit the side of the airplane made a loud bang and I actually stuck in the airplane side. 230 00:19:27,102 --> 00:19:32,552 And then started causing this big vibration because now the the propeller isn't balanced And 231 00:19:32,552 --> 00:19:38,265 there was half of the propeller had a spinner The other half didn't So it was causing this big vibration. 232 00:19:38,265 --> 00:19:43,135 And you couldn't really tell where it was coming from. and what we wound up doing is pulling 233 00:19:43,135 --> 00:19:46,545 the throttle back on the left engine That didn't change anything and we pulled it back on the 234 00:19:46,545 --> 00:19:50,064 right engine Hey that changed something So the frequency changed a 235 00:19:50,064 --> 00:19:53,632 lot with the right engine I think something's wrong with my right engine. 236 00:19:53,632 --> 00:19:56,932 And we chose to shut it down And as soon as it stopped spinning that's when we could 237 00:19:56,932 --> 00:20:00,515 see either the spinners like really damaged. 238 00:20:00,515 --> 00:20:05,164 So luckily it was VFR conditions We went back to the airport landed successfully single 239 00:20:05,164 --> 00:20:12,099 engine Not a big deal… But this instant right here is a perfect example of how a 240 00:20:12,099 --> 00:20:19,010 lot of times in multi engine flying, you will shut down the engine You'll use your 241 00:20:19,010 --> 00:20:24,010 PIC Authority to shut down a this behaving engine And that's usually the the right thing to do 242 00:20:24,010 --> 00:20:27,169 is I would rather if I'm having an engine that's behaving 243 00:20:27,169 --> 00:20:30,489 mat abnormally I'd rather have that shutdown and secure it. 244 00:20:30,489 --> 00:20:35,032 And now it becomes kind of a known quantity I can fly around single engine No problem. 245 00:20:35,032 --> 00:20:40,652 Come back and land rather than leave that engine running even if it is producing some power. 246 00:20:40,652 --> 00:20:45,579 Because if I have an engine you know if I have the option to have an engine running… but it's 247 00:20:45,579 --> 00:20:50,030 not running normally and leaving it running I don't know what's gonna happen I don't know if 248 00:20:50,030 --> 00:20:55,500 it's gonna get worse or cause a fire or break an engine mount or, you know if that is on one 249 00:20:55,500 --> 00:20:59,880 hand as an option And on the other hand I have the option of just shutting that engine down 250 00:20:59,880 --> 00:21:06,129 feathering it and flying around single engine stable, then I'm gonna choose that option That's the better option. 251 00:21:06,129 --> 00:21:10,140 so that's all I was gonna…bring up with that. 252 00:21:10,140 --> 00:21:14,360 so hopefully may maybe I'll have some some questions on that. 253 00:21:14,360 --> 00:21:20,835 Alright And then one more thing, again I…this one happened 254 00:21:20,835 --> 00:21:27,647 today where I showed somebody a feature in foreflight and they were like wow I never knew that that was an option. 255 00:21:27,647 --> 00:21:32,737 So I'm gonna pull up for a flight on this is the web app so it doesn't look exactly like the 256 00:21:32,737 --> 00:21:37,300 the iOS that you normally use on the iPad but close enough. 257 00:21:37,300 --> 00:21:40,510 So let's say that you're here at Russell. That's 258 00:21:40,510 --> 00:21:44,574 my my local airport right there. 259 00:21:44,574 --> 00:21:50,555 And the individual…said that they got some sort of clearance where they wanted to, 260 00:21:50,555 --> 00:21:56,872 proceed north on a radial…or proceed north to a radial DME off of a 261 00:21:56,872 --> 00:22:00,800 VOR before going direct to the next airport. 262 00:22:00,800 --> 00:22:04,689 So we'll just throw in a quick flight plan here where 263 00:22:04,689 --> 00:22:08,859 we're gonna go from Russell to Clinton. 264 00:22:08,859 --> 00:22:13,719 And we're gonna pretend like ATC says, well instead of just proceeding direct we actually want 265 00:22:13,719 --> 00:22:20,690 you to go, ten miles,, north of Russell… And then, 266 00:22:20,690 --> 00:22:27,260 at ten miles north of Resaville then we want you to proceed direct to, Clinton. 267 00:22:27,260 --> 00:22:30,859 So there's a couple different ways you could do this Right You could use the measurement tool 268 00:22:30,859 --> 00:22:34,989 and you could do the little pinch and then You could do the rubber band feature and just grab 269 00:22:34,989 --> 00:22:41,580 that root and and move it over there Or you could use the radial DME, kinda code and put it 270 00:22:41,580 --> 00:22:47,760 in the flight plan portion of foreflight So in that case it would look like KRE…three six 271 00:22:47,760 --> 00:22:51,299 zero, at ten. 272 00:22:51,299 --> 00:22:54,630 And that three six zero at ten that's the the radial. 273 00:22:54,630 --> 00:22:59,829 And then ten miles is the distance. And so you can see as soon as I type that code into the 274 00:22:59,829 --> 00:23:05,819 four flight window, It snapped that route to a three six zero ten miles north of Russell, and 275 00:23:05,819 --> 00:23:09,539 then direct to Clinton And that would obviously work with any VOR. 276 00:23:09,539 --> 00:23:15,407 in fact the VOR doesn't have to be on your route of flight So let's let's take this back. 277 00:23:15,407 --> 00:23:22,180 I've got a VOR, way down here at , hot springs There's a VOR down there. 278 00:23:22,180 --> 00:23:28,419 So let's say…for whatever reason they they use hot springs as a reference point so 279 00:23:28,419 --> 00:23:32,395 that That VOR identifier is HOT. 280 00:23:32,395 --> 00:23:38,765 And this might not work I'm gonna guess here on the the distance So it's three six zero off the 281 00:23:38,765 --> 00:23:45,199 hot springs VOR…at… let's say… seventy five 282 00:23:45,199 --> 00:23:50,909 miles… And so that becomes my point. 283 00:23:50,909 --> 00:23:57,675 And what that should do… Oh it didn't do anything Okay Of course The 284 00:23:57,675 --> 00:24:03,684 something that I I used to pick out doesn't work Now if you were to do that there it finally worked. 285 00:24:03,684 --> 00:24:08,812 So that's the hot springs…three six zero at seventy five miles Obviously this is kind of a 286 00:24:08,812 --> 00:24:12,060 weird flight plan that's not exactly direct. 287 00:24:12,060 --> 00:24:19,025 but that VOR wasn't in my flight plan before and I just used that in there So… bring that 288 00:24:19,025 --> 00:24:24,455 up because that's the case that happened with this pilot is they were given a radial DME of a 289 00:24:24,455 --> 00:24:28,815 VOR that was south of the of where they were at, off the airport. 290 00:24:28,815 --> 00:24:35,220 So… Just typing that in real quick will give you that situational awareness of of where that is 291 00:24:35,220 --> 00:24:41,350 So it's always the identifier either the three or four digit identifier I guess it could also be 292 00:24:41,350 --> 00:24:47,730 a, you could do a radial DME off of a a five letter you know GPS waypoint as well So that's 293 00:24:47,730 --> 00:24:54,674 the first one then a slash forward slash, you'll put in your, your three digit, 294 00:24:54,674 --> 00:25:01,645 radial…and if it's if it's only two or one you would do a zero zero you 295 00:25:01,645 --> 00:25:06,464 know one or a zero two five for instance And then the last is gonna be the distance. 296 00:25:06,464 --> 00:25:12,467 So it's always that that'll work in four flight web like I showed here or work in your your four flight. 297 00:25:12,467 --> 00:25:17,344 IOS… app on iPad or your your phone. 298 00:25:17,344 --> 00:25:22,675 So like I said that's all that I've got That was a quick little rundown on some topics I don't 299 00:25:22,675 --> 00:25:26,412 wanna…John how are we looking Do we have some questions? 300 00:25:26,412 --> 00:25:29,922 Enbo Fernie, man I hate pronouncing these things. 301 00:25:29,922 --> 00:25:36,469 so they asked what is the biggest piece of advice you give for initial flight instructor applicants? 302 00:25:36,469 --> 00:25:40,089 I have my CFI initial check right next week and I'm practicing giving all my 303 00:25:40,089 --> 00:25:44,114 briefings I created based off the ACS. 304 00:25:44,114 --> 00:25:50,214 so that's a great question. I… I am gonna pull up the 305 00:25:50,214 --> 00:25:57,005 … the Ace Guide here… so the Ace Guide you can purchase this on a website It's a 306 00:25:57,005 --> 00:26:03,854 document that basically pulls in all of the FA handbooks and the airman certification standards for all the ratings. 307 00:26:03,854 --> 00:26:07,140 And I recently made some updates to the CFI ACS. 308 00:26:07,140 --> 00:26:10,317 So you said you already have lessons done. 309 00:26:10,317 --> 00:26:16,967 Well, you know that and that's great So looking at your lessons your your, oral will 310 00:26:16,967 --> 00:26:22,737 probably consist of these, first three areas of operation It's gonna be your fundamentals of 311 00:26:22,737 --> 00:26:26,547 instruction your technical subject is in your preflight preparation. 312 00:26:26,547 --> 00:26:30,229 And then you also have to do a preflight lesson on a maneuver. 313 00:26:30,229 --> 00:26:35,789 now depending on your scenario that you have from your DPE, you might also do some sort of 314 00:26:35,789 --> 00:26:40,969 lesson on a system or something but that's that is kind of covered in the technical subject 315 00:26:40,969 --> 00:26:47,954 areas but that those…these kind of four areas are gonna be,, the foundation 316 00:26:47,954 --> 00:26:54,314 of your oral So for the the FOIs let's just look at a human behavior That's all in the aviation 317 00:26:54,314 --> 00:26:58,994 instructor's handbook So being very familiar with the chapter and verse of the aviation 318 00:26:58,994 --> 00:27:05,479 instructor's handbook I think is really important… you know core fundamental for you to have 319 00:27:05,479 --> 00:27:12,185 I don't want you to necessarily have everything in here memorized in the learning process is the perfect example. 320 00:27:12,185 --> 00:27:16,114 there's a lot of stuff in this chapter on the learning process. 321 00:27:16,114 --> 00:27:20,505 I don't expect you to have that all memorized, but just knowing that the learning process is 322 00:27:20,505 --> 00:27:24,735 covered in chapter three of the aviation instructor's handbook and having a working knowledge of 323 00:27:24,735 --> 00:27:30,109 that Like that would be very…that that's an impressive bit of knowledge I'd be very happy with 324 00:27:30,109 --> 00:27:33,319 that and we can kind of structure a discussion. 325 00:27:33,319 --> 00:27:38,449 And my questions over over that knowledge rather than just have you regurgitate it from rote 326 00:27:38,449 --> 00:27:43,739 memory which is kind of the lowest form of learning Right So I'm thinking of that as a DPE If 327 00:27:43,739 --> 00:27:48,569 you just have this stuff memorized, and that's just wrote learning that that's pretty easy. 328 00:27:48,569 --> 00:27:54,409 I want you to have that fundamental understanding of how to apply this to a lesson So not 329 00:27:54,409 --> 00:27:59,642 only knowing where to find it but knowing…kind of the the gray area of like how would I use 330 00:27:59,642 --> 00:28:06,580 this and apply it to, , a a task there The other thing that I've that I've added in 331 00:28:06,580 --> 00:28:12,002 , the technical subject area, Let's see where did I put this 332 00:28:12,002 --> 00:28:18,364 … Yeah So on the preflight preparation, it talks about 333 00:28:18,364 --> 00:28:21,844 proficiency versus currency in this links to a new section of 334 00:28:21,844 --> 00:28:25,374 the Ace Guide which has, the use of wings. 335 00:28:25,374 --> 00:28:32,110 So I would highly encourage you to figure out how you can incorporate wings into your check 336 00:28:32,110 --> 00:28:37,520 right scenario and training program of how you're gonna use wings to, both make sure that 337 00:28:37,520 --> 00:28:43,770 the pilot has a proficiency plan for not only passing this initial training that you're 338 00:28:43,770 --> 00:28:48,150 giving him let's say for a initial private pilot but also a plan for how they're gonna stay 339 00:28:48,150 --> 00:28:52,320 proficient as a private pilot you know over the years you know 340 00:28:52,320 --> 00:28:57,130 potentially, you know many many years there can be a private pilot at how are you gonna stay proficient. 341 00:28:57,130 --> 00:29:03,744 So that's where you can use wings there. also put in…the… The wings 342 00:29:03,744 --> 00:29:08,974 program is different wings topics So that's in here as well You can find all this for free on 343 00:29:08,974 --> 00:29:15,214 the FA safety dot gov website, but there's a lot of stuff in here that's really good…material 344 00:29:15,214 --> 00:29:18,405 that you could use as a training program for your CFI 345 00:29:18,405 --> 00:29:22,449 specifically,, the runway incursion avoidance. 346 00:29:22,449 --> 00:29:26,809 So if we go over here I've got this runway incursion remedial training. 347 00:29:26,809 --> 00:29:32,670 That's a great,, and even though it's remedial training is still really good for initial training. 348 00:29:32,670 --> 00:29:36,844 But that's a great kind of computer based lesson that you can incorporate. 349 00:29:36,844 --> 00:29:42,575 and when your,, DPE asks you about that because if you go to technical subject areas 350 00:29:42,575 --> 00:29:45,872 it's an area of operation c right here runway incursion. 351 00:29:45,872 --> 00:29:49,902 You can say how are you gonna teach this Well a on the FAA safety dot gov website there's a 352 00:29:49,902 --> 00:29:56,880 really lesson that covers, runway incursion avoidance So,, there's 353 00:29:56,880 --> 00:30:02,674 a little bit of… Hopefully that may came close to answering your question. 354 00:30:02,674 --> 00:30:08,714 you know incorporate the the instructor handbook incorporate the wings on how you're 355 00:30:08,714 --> 00:30:15,789 teaching I think both of those would be really good… okay Let's do a voice I got Mike. 356 00:30:15,789 --> 00:30:19,179 Okay Here you are Mike from Chicago Ask a good question. 357 00:30:19,179 --> 00:30:22,849 Yes Can you hear me? Yeah I can hear you. 358 00:30:22,849 --> 00:30:28,415 Cool. So I actually have my commercial checker on it tomorrow. 359 00:30:28,415 --> 00:30:35,295 Oh nice Feeling yeah I, feeling pretty confident on most things 360 00:30:35,295 --> 00:30:40,689 but…the, the cross country flight plan. 361 00:30:40,689 --> 00:30:46,989 it's been about four years since I did a paper NAV log for my private pilot. 362 00:30:46,989 --> 00:30:53,455 I Right i'm pretty confident just using foreflight for most flight planning purposes. 363 00:30:53,455 --> 00:31:00,215 but…I wanted to sort of get your thoughts on…or or maybe just hear from you what you 364 00:31:00,215 --> 00:31:06,510 usually see from commercial candidates…with regards to… the 365 00:31:06,510 --> 00:31:11,750 VFR…flight plan for the commercial cross country scenario. 366 00:31:11,750 --> 00:31:16,630 Yeah So let's let's go into the ACS so I always like giving references for what I'm talking 367 00:31:16,630 --> 00:31:22,574 about here… But the first place that this is gonna be evaluated on is in the ground. 368 00:31:22,574 --> 00:31:26,004 so your task d area of operation one task d 369 00:31:26,004 --> 00:31:29,474 is your cross country flight plan and you you did say commercial Correct? 370 00:31:29,474 --> 00:31:33,592 Yes. Okay Perfect So yeah area of operation 371 00:31:33,592 --> 00:31:37,802 one task d is your cross country flight planning That's where this first comes up. 372 00:31:37,802 --> 00:31:43,925 And then, right you know in both the knowledge… 373 00:31:43,925 --> 00:31:49,535 and the risk management and skills it talks about the EFP. 374 00:31:49,535 --> 00:31:55,584 So use of the EFP., and then in the note here it says preparation presentation presentation 375 00:31:55,584 --> 00:32:00,610 an explanation of a computer generated flight plan is an acceptable option. 376 00:32:00,610 --> 00:32:07,090 So as far as the e six p thing goes, no you don't need to use the e six p You can do it all on foreflight. 377 00:32:07,090 --> 00:32:13,515 that's fine Okay? So that's the reference for that You're good on using the EF. 378 00:32:13,515 --> 00:32:19,864 now what I would caveat that with is make sure you have a backup and your phone is a good backup. 379 00:32:19,864 --> 00:32:24,635 I'll I'll show some stuff on foreflight here There's a foreflight EFP checklist that I think 380 00:32:24,635 --> 00:32:29,790 is really good to use and then show the examiner… that you're using that because that that 381 00:32:29,790 --> 00:32:36,480 fulfills the requirement of the risk management task here of how do you manage risk by using an EFP? 382 00:32:36,480 --> 00:32:43,175 So that's the the first part there The second part that this is evaluated on is the actual navigation section. 383 00:32:43,175 --> 00:32:48,694 And so for that we're in area of operation six task a which is pilotage and dead reckoning So 384 00:32:48,694 --> 00:32:55,349 this answers your second kind of or a different segment of your question…of do you have to 385 00:32:55,349 --> 00:33:00,430 pick out way points or can you just just go direct So no you can't just go direct. 386 00:33:00,430 --> 00:33:03,650 you're going to have to have different way points in there Now 387 00:33:03,650 --> 00:33:06,979 I guess you could say you're gonna leave the direct in there. 388 00:33:06,979 --> 00:33:13,755 You're just gonna note somehow…of those waypoints but you you have to fulfill the requirement 389 00:33:13,755 --> 00:33:17,694 of pilotage and dead reckoning So those are two different things. 390 00:33:17,694 --> 00:33:24,322 Right They're evaluated on the same…task but they're they're two different things So if you 391 00:33:24,322 --> 00:33:31,270 look down here at the skills, we've got,, so prepare and use a flight log That's skill one 392 00:33:31,270 --> 00:33:36,199 So yeah you've gotta have a flight log Fourflight generates a beautiful flight log. 393 00:33:36,199 --> 00:33:41,339 And I'll I'll show you that for everybody watching on here I'll show that on four flight in a second. 394 00:33:41,339 --> 00:33:47,465 the next is navigate by pilotage. So remember navigating by pilotage is looking outside and 395 00:33:47,465 --> 00:33:53,285 saying yeah there's where I forty crosses the Arkansas River, that's my point. 396 00:33:53,285 --> 00:33:59,819 that's pilotage…dead reckoning is navigating by means of pre computed headings ground 397 00:33:59,819 --> 00:34:04,704 speeds elapsed time, and reference to landmarks or checkpoints. 398 00:34:04,704 --> 00:34:09,385 so the that is dead reckoning And dead 399 00:34:09,385 --> 00:34:14,344 reckoning pure dead reckoning is like what Lindberg used to cross the Atlantic back in the day. 400 00:34:14,344 --> 00:34:20,175 he had no checkpoints is flying over the ocean So he just flew a pre computed heading ground 401 00:34:20,175 --> 00:34:26,229 speed, not even ground speed just pre computed heading and power setting, for a 402 00:34:26,229 --> 00:34:30,229 specified time and then started looking for land you know. 403 00:34:30,229 --> 00:34:33,754 So that's like through dead reckoning. 404 00:34:33,754 --> 00:34:39,574 but you're using both of those So that's the thing that you're the skills that you're 405 00:34:39,574 --> 00:34:43,314 demonstrating to the evaluator…are listed right there. 406 00:34:43,314 --> 00:34:49,399 So how…you…would…do that on four go to 407 00:34:49,399 --> 00:34:52,969 … change window here. 408 00:34:52,969 --> 00:34:54,329 Go to four flight 409 00:34:54,329 --> 00:35:02,155 … Alright There we are. 410 00:35:02,155 --> 00:35:08,484 So you said it's you know three hundred miles So I…we're we're gonna pick a 411 00:35:08,484 --> 00:35:12,649 … k, m c k 412 00:35:12,649 --> 00:35:17,179 … I don't even know where that is There we go. 413 00:35:17,179 --> 00:35:23,969 Okay. So I've got this long, direct to and I imagine what you're saying is there's no 414 00:35:23,969 --> 00:35:28,290 need to change the point is like you don't have anything like this happening where it's 415 00:35:28,290 --> 00:35:33,300 penetrating a restricted area or prohibited area So I'll assume that your direct two point 416 00:35:33,300 --> 00:35:38,984 basically doesn't…interfere with any other air space you're like well why mess with it And the 417 00:35:38,984 --> 00:35:45,940 problem is, well how do you demonstrate the skills of piloted to dead reckoning if 418 00:35:45,940 --> 00:35:51,417 you've just got one straight line and no points selected in between Right? 419 00:35:51,417 --> 00:35:58,344 And… so so that's that's the key thing So what I would go here is I would go to 420 00:35:58,344 --> 00:36:04,602 my VFR sectional first, and I would pull that up as a layer. 421 00:36:04,602 --> 00:36:10,252 And I've covered this in other videos but I I like using I call it a rule of three. 422 00:36:10,252 --> 00:36:14,020 I like to have three things for each of my checkpoints. 423 00:36:14,020 --> 00:36:20,955 And, a little bit of gamesmanship from my check ride standpoint… I would pick out the first 424 00:36:20,955 --> 00:36:26,435 like four waypoints I would be very deliberate and have those solid waypoints If it's a three 425 00:36:26,435 --> 00:36:32,545 hundred mile check, you know, your distance you're not gonna fly that actual cross country. 426 00:36:32,545 --> 00:36:37,500 So… You know play the game in those first few checkpoints you really wanna spend some time in 427 00:36:37,500 --> 00:36:43,590 because you're probably gonna go to the first at least the first, more than likely second maybe even the third checkpoint. 428 00:36:43,590 --> 00:36:47,030 So you wanna have those down And the way I would pick those out, 429 00:36:47,030 --> 00:36:50,910 is using that rule of three I've got my direct line in there. 430 00:36:50,910 --> 00:36:57,790 and so I'm gonna look for things that have three different ways to identify them that 431 00:36:57,790 --> 00:37:02,449 is kind of on that route plus or minus ten miles left or right of course. 432 00:37:02,449 --> 00:37:09,599 Right? So…looking at this I can see well I've got some high tension power lines. 433 00:37:09,599 --> 00:37:16,460 yeah high tension power lines right here, a bridge A river another river 434 00:37:16,460 --> 00:37:22,350 , man that's a great point right there So I'm gonna I'm gonna grab my using the rubber band tool 435 00:37:22,350 --> 00:37:27,062 , and I'm I'm just gonna snap that right there. 436 00:37:27,062 --> 00:37:32,790 And all I'm gonna do is…I'm gonna I'm gonna click on that point when it pops up either in 437 00:37:32,790 --> 00:37:36,520 iOS or…the website here. 438 00:37:36,520 --> 00:37:41,630 And that's my first checkpoint. And so by the time I'm done I'm gonna have Well it's 439 00:37:41,630 --> 00:37:46,035 essentially the same direct line but it's gonna have these small zigzags in it. 440 00:37:46,035 --> 00:37:50,825 Right And so once once that's done, I'm gonna send it to flights. 441 00:37:50,825 --> 00:37:57,649 So that button right there… And then on my flights that's where I'm gonna be able to print the nav log. 442 00:37:57,649 --> 00:38:02,050 And I'll show you a couple of different options depending on the level of subscription that you 443 00:38:02,050 --> 00:38:08,887 have…is is going to…impact what nav log options that you have 444 00:38:08,887 --> 00:38:11,947 So they're in flights I've got the nav log. 445 00:38:11,947 --> 00:38:18,642 My nav log templates up here I've got the standard nav log, which looks like this. 446 00:38:18,642 --> 00:38:25,500 And then I've got, an international nav blog… that looks a little bit different like this 447 00:38:25,500 --> 00:38:31,810 … so… you can see what what each of these 448 00:38:31,810 --> 00:38:37,917 … looks like and and kind of analyze it for yourself and decide hey I I wanna do that The 449 00:38:37,917 --> 00:38:42,205 problem is…notice how it just gives my latitude longitude. 450 00:38:42,205 --> 00:38:48,915 So, from here what you could do is in foreflight you can save this to your 451 00:38:48,915 --> 00:38:55,520 document section, and then you can use like a Apple pencil or something to just go in and name 452 00:38:55,520 --> 00:39:00,037 that It takes a little bit of extra legwork to do that. 453 00:39:00,037 --> 00:39:05,047 But that's that's how I would do it is I would take this document I would share it to foreflight 454 00:39:05,047 --> 00:39:11,334 documents and then I would use the annotation feature…to annotate the name, and it can be 455 00:39:11,334 --> 00:39:14,679 a short short hand name for whatever 456 00:39:14,679 --> 00:39:18,959 bridge you know it doesn't have to be super district descriptive. 457 00:39:18,959 --> 00:39:23,429 And the other thing that you're gonna use that's helpful in the document section is now that I 458 00:39:23,429 --> 00:39:28,542 can annotate on this especially if I've got an Apple pencil, But I could even type on it as 459 00:39:28,542 --> 00:39:31,715 well but I can put in my actual time. 460 00:39:31,715 --> 00:39:36,574 So I've got my estimated time in route I wanna be able to put my actual time in there because 461 00:39:36,574 --> 00:39:42,729 that actual time… is going to impact my downstream, 462 00:39:42,729 --> 00:39:47,639 … downstream points Right? 463 00:39:47,639 --> 00:39:54,604 And that's important because I'm gonna change the window again back over to… the, the 464 00:39:54,604 --> 00:40:01,564 ACS… is right here We've got arrive 465 00:40:01,564 --> 00:40:07,944 at the en route or plan checkpoints within three minutes of the initial or revised ETA 466 00:40:07,944 --> 00:40:14,909 … And provide a destination estimate So that's skill six You have to be able to do that. 467 00:40:14,909 --> 00:40:18,840 So at the end you know you're using all this to verify your position within two 468 00:40:18,840 --> 00:40:22,979 miles and within plus or minus three minutes. 469 00:40:22,979 --> 00:40:26,130 Of of when you wanna hit that point. 470 00:40:26,130 --> 00:40:33,074 and then… update the revised, or provide a estimated destination 471 00:40:33,074 --> 00:40:36,910 , you know a new revised ETA of your destination. 472 00:40:36,910 --> 00:40:41,459 That can kind of be done through foreflight because it's constantly giving you a revised DTA, 473 00:40:41,459 --> 00:40:44,469 at the bottom of the screen. 474 00:40:44,469 --> 00:40:50,500 so maybe that's not quite that critical but using that NAM log in the digital 475 00:40:50,500 --> 00:40:55,814 …section in the foreflight I think is is really good Does that answer your question? 476 00:40:55,814 --> 00:41:02,244 Yeah I think so., I was planning to essentially do something similar just print it out And 477 00:41:02,244 --> 00:41:08,929 then, you know using just a pen just to write,, what the waypoints 478 00:41:08,929 --> 00:41:14,050 are,, over the or you know next to the coordinates. 479 00:41:14,050 --> 00:41:17,479 Oh you you could totally do that as well just make sure 480 00:41:17,479 --> 00:41:21,054 you know for the check rides you've you've got it ready. 481 00:41:21,054 --> 00:41:24,454 printed out You could easily hand it over to 482 00:41:24,454 --> 00:41:28,114 the the DP if they wanted to see that verify your calculations. 483 00:41:28,114 --> 00:41:34,419 you know the the one thing to remember is foreflight is not correcting for…your 484 00:41:34,419 --> 00:41:39,429 deviation It's only correcting for variations So that's something that I would bring up I'm 485 00:41:39,429 --> 00:41:42,679 kinda head that off at the pass when you're briefing the use of 486 00:41:42,679 --> 00:41:46,932 foreflight, saying that it's corrected automatically for winds. 487 00:41:46,932 --> 00:41:52,705 And magnetic variation, but it has not corrected for magnetic deviation, which is unique to 488 00:41:52,705 --> 00:41:55,984 the airplane So that would be a final correction you might have to make. 489 00:41:55,984 --> 00:41:59,395 Right Using whatever the values on the Compass card are. 490 00:41:59,395 --> 00:42:06,320 Yeah Correct…Nwick asked if eyes use more oxygen at night 491 00:42:06,320 --> 00:42:10,454 and cause early onset at lower altitudes 492 00:42:10,454 --> 00:42:14,817 or is it the function of the rods just the first thing to go? 493 00:42:14,817 --> 00:42:21,435 So basically sort of just the specifics of…what causes, 494 00:42:21,435 --> 00:42:28,320 I guess the hypoxia to happen earlier at night, the lower altitudes… Okay. 495 00:42:28,320 --> 00:42:33,140 Wow That's that's a good question You know so my basic understanding on it so it looks like 496 00:42:33,140 --> 00:42:39,920 chapter seventeen So if you wanna read about vision and flight chapter seventeen of the, p 497 00:42:39,920 --> 00:42:46,574 hack… I'll I'll close that down and just kinda give my thoughts on it What my 498 00:42:46,574 --> 00:42:53,444 understanding of it is the color vision processing power of your brain, that is a 499 00:42:53,444 --> 00:42:59,084 very high level function And your the way your body kinda works and they'll talk about this in 500 00:42:59,084 --> 00:43:02,624 survival training is, you know the the high level stuff 501 00:43:02,624 --> 00:43:06,454 is the first thing that your your body starts to shut down. 502 00:43:06,454 --> 00:43:11,224 It's like if you're using your computer and it's running slow, you're gonna close out the 503 00:43:11,224 --> 00:43:17,064 the browser windows that you're not using not the real important ones but the ones like okay The 504 00:43:17,064 --> 00:43:22,344 Twitter that I'm not reading or Facebook or whatever I'll close those windows down first but I'm my. 505 00:43:22,344 --> 00:43:25,910 homework window is the one I'm gonna leave open. 506 00:43:25,910 --> 00:43:30,030 Kinda to use a cheesy analogy there When you're they're flying in 507 00:43:30,030 --> 00:43:34,500 in aircraft your color vision is taking up a lot of processing power. 508 00:43:34,500 --> 00:43:40,739 So it's gonna be the first thing that gets kind of cut down So if you're flying at night and 509 00:43:40,739 --> 00:43:47,645 you get a little hot toxic…the amount of color or light input that you have during the 510 00:43:47,645 --> 00:43:53,720 day you might not notice a lack of color vision but at night, you you're you're gonna notice 511 00:43:53,720 --> 00:44:00,639 that more, because there's just less light input kind of going into your eyeballs So, 512 00:44:00,639 --> 00:44:07,165 that's where you you start to lose that color vision… You know the the lack of the night 513 00:44:07,165 --> 00:44:10,994 vision that was also a lot of processing power. 514 00:44:10,994 --> 00:44:15,395 So both of the I I don't know if it's actually using more oxygen is the right way to put it or 515 00:44:15,395 --> 00:44:18,744 if that's when the body doesn't have enough oxygen 516 00:44:18,744 --> 00:44:23,177 …color vision is kinda one of the first things that it starts to cut down on. 517 00:44:23,177 --> 00:44:28,567 and that's you can I've actually experienced this in in pilot training, pulling a lot of 518 00:44:28,567 --> 00:44:33,287 G's in the t six and you start to lose blood flow to your head. 519 00:44:33,287 --> 00:44:38,447 You can start to gray out before you black out So if you don't do your anti g stream maneuver 520 00:44:38,447 --> 00:44:42,125 correctly, you'll start to lose that color vision It'll start to 521 00:44:42,125 --> 00:44:46,074 turn gray because you're losing blood flow to your head. 522 00:44:46,074 --> 00:44:50,764 or to your brain and and you lose that color vision Hopefully that answers your question At 523 00:44:50,764 --> 00:44:55,780 least you know chapter seventeen is where you can learn that in the p hack. 524 00:44:55,780 --> 00:45:01,977 okay I'll move over to Caleb here. what brief, did you have your instructor your 525 00:45:01,977 --> 00:45:07,117 instructors What do you use when instructing your light twin as far as when I close throttle and 526 00:45:07,117 --> 00:45:13,715 go straight ahead versus attempting to secure… and continue the flight after takeoffs I mean no runway is remaining. 527 00:45:13,715 --> 00:45:17,860 I've been doing four hundred AGL but considering switching it to gear up. 528 00:45:17,860 --> 00:45:22,950 we're going as I instruct in the Midwest not much terrain or high obstacles. 529 00:45:22,950 --> 00:45:27,112 And Caleb's EmiI ride is on Thursday Well good luck for that Caleb. 530 00:45:27,112 --> 00:45:31,482 I like four hundred AGL. that's what I use in kind 531 00:45:31,482 --> 00:45:36,072 of light underpowered twins where the single engine climb rate is questionable. 532 00:45:36,072 --> 00:45:42,880 So that's kind of my cutoff of. I'm flying a big… Kingier you know or 533 00:45:42,880 --> 00:45:46,280 of course the kingier, a big baron. 534 00:45:46,280 --> 00:45:49,399 So let's say I'm flying a fifty eight t c baron. 535 00:45:49,399 --> 00:45:53,260 A lot of excess horsepower I'm light on fuel. 536 00:45:53,260 --> 00:45:56,830 I'm gonna use a gear up So if the gear's up I'm gonna be able to 537 00:45:56,830 --> 00:46:00,790 continue to climb out single engine safely No problem. 538 00:46:00,790 --> 00:46:05,139 If I'm flying a Technimum the p two thousand six t and I've got two 539 00:46:05,139 --> 00:46:10,000 people in it in full fuel, My single engine climb gradient is questionable. 540 00:46:10,000 --> 00:46:16,669 Right? And so at that point I'm gonna use four hundred feet I'm if even if I have the gear 541 00:46:16,669 --> 00:46:20,129 down and I'm less than four hundred feet, I am more 542 00:46:20,129 --> 00:46:24,565 … caged to just land straight ahead. 543 00:46:24,565 --> 00:46:28,155 now…this is where we get 544 00:46:28,155 --> 00:46:32,165 into a little bit of a debate I guess. 545 00:46:32,165 --> 00:46:36,135 Is a good way to think about it Really what I'm doing is I'm building myself the permission 546 00:46:36,135 --> 00:46:42,205 structure saying that it's okay for me to do a forced landing below four hundred feet even if I have a good engine. 547 00:46:42,205 --> 00:46:45,762 That's okay and that could be an outcome. 548 00:46:45,762 --> 00:46:51,074 Of course I'm gonna do the everything full for maintain your craft control. 549 00:46:51,074 --> 00:46:56,094 I'm gonna do all that And if I'm able to maintain altitude or continue a climb then of course 550 00:46:56,094 --> 00:47:02,785 I'm not gonna just do a forced landing straight ahead or twenty degrees left to right I'm gonna continue the climb. 551 00:47:02,785 --> 00:47:07,515 But really what I'm doing is I'm kinda prepping myself for the potential of having to do a 552 00:47:07,515 --> 00:47:10,875 forced landing even though I've got a good operating engine. 553 00:47:10,875 --> 00:47:17,425 So Caleb said he's in a seminal And so yeah a seminal if you've got two people 554 00:47:17,425 --> 00:47:20,445 …in quite a bit of fuel. 555 00:47:20,445 --> 00:47:26,310 And yeah if it's a warmer tent then that four hundred feet I think is is reasonable. 556 00:47:26,310 --> 00:47:33,230 If you do four hundred feet or, you do… if you 557 00:47:33,230 --> 00:47:36,980 do four hundred feet or gear up either one that's just a good discussion point to have with your 558 00:47:36,980 --> 00:47:42,130 DPE as long as you can defend your position So if you say four hundred feet in your briefing, I 559 00:47:42,130 --> 00:47:46,320 don't think the DPE I don't know of any examiners that I gotta say nope You fail That's that's 560 00:47:46,320 --> 00:47:51,704 unacceptable…you they might bring it up in the debrief of hey why did you choose four 561 00:47:51,704 --> 00:47:58,509 hundred feet And of course my… My thought process on the four hundred foot rule… is 562 00:47:58,509 --> 00:48:05,159 …that…anything below four hundred feet, it's gonna take me around thirty seconds to 563 00:48:05,159 --> 00:48:09,580 kinda analyze everything and get it feathered and start a climb And in that time I'm gonna be 564 00:48:09,580 --> 00:48:13,050 descending So you're gonna do a drag demo Right So in that drag 565 00:48:13,050 --> 00:48:17,580 demo just take note of figuring for thirty seconds. 566 00:48:17,580 --> 00:48:23,580 How much altitude do you lose in thirty seconds once you go everything's clean and one milling prop. 567 00:48:23,580 --> 00:48:28,860 Well you're descending with a one milling prop everything clean down low, or when you do the 568 00:48:28,860 --> 00:48:31,939 drag demo you're probably descending around four hundred feet a minute. 569 00:48:31,939 --> 00:48:35,969 So in thirty seconds you're gonna lose give or take two hundred feet of altitude. 570 00:48:35,969 --> 00:48:41,770 While maintaining your speed and analyzing things. So if you're at four hundred feet that puts you at two hundred feet. 571 00:48:41,770 --> 00:48:46,209 So at two hundred feet off the end of the runway there's a lot of obstacles that are two hundred 572 00:48:46,209 --> 00:48:51,617 feet tall Right There's a lot of antenna and…terrain that are out there So that's why I choose 573 00:48:51,617 --> 00:48:55,969 the two hundred feet Because now…if you're doing anything less than four hundred feet now 574 00:48:55,969 --> 00:49:01,100 you're gonna be below two hundred feet So potentially trying to dodge… different you know 575 00:49:01,100 --> 00:49:07,397 obstacles…with an engine inoperative at a low altitude that's a recipe for disaster 576 00:49:07,397 --> 00:49:12,137 So below four hundred feet I'm kinda giving myself permission to just do a forced landing rather 577 00:49:12,137 --> 00:49:16,120 than fight a sick airplane that's underpowered. 578 00:49:16,120 --> 00:49:22,110 So hopefully that that answers your question there A CF double I applicant so he's got a CFI 579 00:49:22,110 --> 00:49:25,469 double check CF double I check card coming up soon. 580 00:49:25,469 --> 00:49:29,913 and he watched the your podcast on PBM 581 00:49:29,913 --> 00:49:34,617 slash rnav slash r and p, and you wanted to make sure that it was clear. 582 00:49:34,617 --> 00:49:41,484 that PBM is the broad umbrella term and that GPS is a method of rnav navigation, and 583 00:49:41,484 --> 00:49:47,649 that r and p verifies and alerts the accuracy of the course aka the containment. 584 00:49:47,649 --> 00:49:53,469 and then also what are the differences between R and P and GPS approach approaches is an LPD 585 00:49:53,469 --> 00:49:59,324 considered an R and P approach… So Okay Yeah. 586 00:49:59,324 --> 00:50:03,405 Good Good questions there Then I did a I probably need 587 00:50:03,405 --> 00:50:07,554 to do a refresh of this video This is a little bit of a acronym. 588 00:50:07,554 --> 00:50:13,969 Word salad nightmare… Especially when you start getting the weeds of it. 589 00:50:13,969 --> 00:50:17,429 So broadly speaking sounds like you're you're correct. 590 00:50:17,429 --> 00:50:20,629 PBM is just performance based navigation. 591 00:50:20,629 --> 00:50:24,550 and so a PBM could be 592 00:50:24,550 --> 00:50:28,804 done with… type of of GPS. 593 00:50:28,804 --> 00:50:32,554 Right? It could also be done with like a DME DME 594 00:50:32,554 --> 00:50:37,074 IRU or a inertial navigation system Those are all performance based. 595 00:50:37,074 --> 00:50:42,175 Navigation anytime you've got Basically two forms of navigation that are constantly comparing 596 00:50:42,175 --> 00:50:47,945 themselves or a piece of navigation that's comparing you to something else to verify that you 597 00:50:47,945 --> 00:50:54,905 are performing like you think you are… Rnav is just area navigation doesn't necessarily 598 00:50:54,905 --> 00:50:58,524 have to be GPS, but that's the most common one here in the states 599 00:50:58,524 --> 00:51:02,195 that we use or is GPS for Rnav. 600 00:51:02,195 --> 00:51:09,080 And then required navigation performance that's RMP, that's the alerting function of… 601 00:51:09,080 --> 00:51:15,929 essentially, of GPS So, yeah if you're… if you're going out 602 00:51:15,929 --> 00:51:22,724 there and and doing a GPS approach… a RMP approach is just going to alert 603 00:51:22,724 --> 00:51:29,444 you if you have any, exceedances over whatever RMP is selected so, 604 00:51:29,444 --> 00:51:36,159 in other words or for example a lot of RMP approaches might be a point 605 00:51:36,159 --> 00:51:40,100 three So a point three RMP that's typically your LPDV 606 00:51:40,100 --> 00:51:45,322 …level as RMP of point three if you're LPDV. 607 00:51:45,322 --> 00:51:52,244 So again here we're getting the word salad LPV is in fact a type of RMP approach, 608 00:51:52,244 --> 00:51:59,157 even though it's not labeled that on the approach plate Right So it's not labeled RMP…AR 609 00:51:59,157 --> 00:52:05,929 you know l p it's just lab labeled l p v minimums That is a type of RMP… , 610 00:52:05,929 --> 00:52:12,649 but maybe a a little different categorically than a true RMP AR approach So an RMP AR approach 611 00:52:12,649 --> 00:52:17,919 would be something that says RMP AR and let's see if I can pull that up as an example. 612 00:52:17,919 --> 00:52:24,574 So this is what a… a RMP AR approach…is and this is true 613 00:52:24,574 --> 00:52:29,145 RMP So notice it says authorization required at the bottom. 614 00:52:29,145 --> 00:52:33,979 And then the in the category section here it has an RMP of point three. 615 00:52:33,979 --> 00:52:39,604 So we would need to verify that we have RMP point three selected. 616 00:52:39,604 --> 00:52:46,585 And if we go to…another approach…so this is the RMP one 617 00:52:46,585 --> 00:52:49,755 three left RMP X-ray one three left. 618 00:52:49,755 --> 00:52:53,135 Notice we have two different lines of minimum We have an RMP of point one 619 00:52:53,135 --> 00:52:56,820 one and then we have an RMP of point three. 620 00:52:56,820 --> 00:53:00,619 And the RMP of point one one allows us to go to a lower 621 00:53:00,619 --> 00:53:04,689 minimum or a lower altitude than the point three. 622 00:53:04,689 --> 00:53:11,434 And again this one has authorization authorization required… And then if we look at just 623 00:53:11,434 --> 00:53:17,975 a…regular…GPS RNF GPS…the LTV 624 00:53:17,975 --> 00:53:21,510 it doesn't mention anything about RMP. 625 00:53:21,510 --> 00:53:27,939 But if you read in the aim, it talks about LPD being an RMP of point three So in order for 626 00:53:27,939 --> 00:53:34,037 you to get LPDV guidance you have to have at least a RMP of point three in your GPS. 627 00:53:34,037 --> 00:53:38,847 And that's where maybe I get a little out of my wheelhouse I'd have to study up on you know how 628 00:53:38,847 --> 00:53:43,324 …the from the certification standpoint, we have 629 00:53:43,324 --> 00:53:48,304 …a GPS unit that's able to do an LTV approach. 630 00:53:48,304 --> 00:53:54,820 But we also can't you know manipulate the RMP…and and do the RMP AR stuff. 631 00:53:54,820 --> 00:54:00,989 So, I think I've butchered that question a little bit but hopefully…answered some some of 632 00:54:00,989 --> 00:54:05,829 your questions overall it sent them like the stuff you said from the Instagram user They had 633 00:54:05,829 --> 00:54:11,719 the right idea of everything, and that's how it kinda covered it in the website there. 634 00:54:11,719 --> 00:54:17,359 Yeah And if you're Adam is in discord saying that Sometimes an Rnav GPS approach will still 635 00:54:17,359 --> 00:54:22,889 list RMP approach above the notes section in the briefing strip of the plate Now that's right 636 00:54:22,889 --> 00:54:29,575 Adam it will say RMP approach up there As long as it doesn't say authorization required… 637 00:54:29,575 --> 00:54:36,234 And the GPS unit you're using is telling you hey you've got LTV minima, and then you're good to 638 00:54:36,234 --> 00:54:42,014 go That's in fact I've heard that the FA is gonna change their their wording here. 639 00:54:42,014 --> 00:54:46,744 To make it a little less confusing where they're just gonna say hey if it has LTV minima, it's 640 00:54:46,744 --> 00:54:52,395 an RMP approach So we're gonna put a an Rnav RMP on all these approaches. 641 00:54:52,395 --> 00:54:58,600 They're RMP approaches. And we're only gonna put you know the Rnav 642 00:54:58,600 --> 00:55:01,875 GPS on a purchase that don't have LPDV minimum because 643 00:55:01,875 --> 00:55:05,795 technically LTV requires an RMP of point three. 644 00:55:05,795 --> 00:55:11,225 as a DPE do you have any common areas that you see needing improvement or further teaching 645 00:55:11,225 --> 00:55:15,395 for applicants across the board, and he mentioned that he's a new CFI himself 646 00:55:15,395 --> 00:55:21,549 … Man that's a that's a question that comes up a lot 647 00:55:21,549 --> 00:55:28,364 … It's hard to put my finger on like there's the one thing 648 00:55:28,364 --> 00:55:31,955 … typically a lot of 649 00:55:31,955 --> 00:55:36,675 disapprovals are around, your landings and pattern entries. 650 00:55:36,675 --> 00:55:43,525 So I think that's that's one thing that is maybe across the board all the big flight schools I fly for. 651 00:55:43,525 --> 00:55:46,594 They have some issues entering the pattern. 652 00:55:46,594 --> 00:55:52,864 and that and that's caused I think maybe it's a little bit of the FAA's fault for being not 653 00:55:52,864 --> 00:55:58,395 too clear here So I'm gonna pull up the the Ace Guide again. 654 00:55:58,395 --> 00:56:05,255 And…down the Ace Guide includes advisory circular ninety sixty six Charlie which is your 655 00:56:05,255 --> 00:56:12,099 non towered flight operations… and it has,, basically excerpts 656 00:56:12,099 --> 00:56:17,299 This is just from the p hack in the airplane flying handbook of different ways to enter the 657 00:56:17,299 --> 00:56:24,215 pattern… And…so these different ways to enter the pattern 658 00:56:24,215 --> 00:56:30,834 include crossing overhead…and the the so called teardrop entry which actually the teardrop 659 00:56:30,834 --> 00:56:34,870 entry isn't mentioned anywhere in FA guidance 660 00:56:34,870 --> 00:56:38,969 That's something that comes from the FA or comes from foreflight. 661 00:56:38,969 --> 00:56:44,050 The reason we call it teardrop is probably because of of foreflight. 662 00:56:44,050 --> 00:56:47,340 So we've got all these students that are using this teardrop entry. 663 00:56:47,340 --> 00:56:53,785 And I I think they're… maybe misunderstanding…the different options You've got 664 00:56:53,785 --> 00:56:59,815 a you've got two options You can do frost midfield and enter the forty five. 665 00:56:59,815 --> 00:57:04,880 And this is kind of my…my personal preferred option and this is the way it was really taught 666 00:57:04,880 --> 00:57:09,350 prior to twenty… nineteen, twenty twenty. 667 00:57:09,350 --> 00:57:15,697 This was the way it was taught I I don't know anybody that learned to fly back in the two thousands. 668 00:57:15,697 --> 00:57:22,474 The nineties, definitely earlier than that…that this was not how they were taught to enter 669 00:57:22,474 --> 00:57:26,334 the pattern So if you're on the opposite side you would cross midfield at pattern 670 00:57:26,334 --> 00:57:30,532 altitude…and enter the left down one That's pretty standard. 671 00:57:30,532 --> 00:57:36,719 So what everybody's doing now is they're crossing midfield, and then they're doing this… this 672 00:57:36,719 --> 00:57:40,512 turning descent to pattern altitude. 673 00:57:40,512 --> 00:57:44,742 To basically get positioned on the the forty five entry. 674 00:57:44,742 --> 00:57:51,445 And in this picture here it's it's cut off but… essentially what the FA wants you to do is they 675 00:57:51,445 --> 00:57:56,354 want you to fly over the airport five hundred feet above pattern altitude and analyze the 676 00:57:56,354 --> 00:58:01,294 airport, and then keep flying They want you to fly full two miles out. 677 00:58:01,294 --> 00:58:08,097 And then when you're two miles out, you want to descend down to pattern altitude. 678 00:58:08,097 --> 00:58:14,474 Turn around… and come back and enter the pattern at a forty five entry on the downwind, 679 00:58:14,474 --> 00:58:17,605 yielding to any traffic that's already there. 680 00:58:17,605 --> 00:58:22,145 And the way the FAA has described it as the the one on the left 681 00:58:22,145 --> 00:58:26,775 here that that teardrop entry so called teardrop, is the primary. 682 00:58:26,775 --> 00:58:31,610 And then the old way that we used to do it all the time is like the secondary way. 683 00:58:31,610 --> 00:58:34,850 I think this is a hazard. 684 00:58:34,850 --> 00:58:41,285 I've I've seen it cause…I've seen it cause a couple of failures on check rides because people 685 00:58:41,285 --> 00:58:48,165 are doing this entry without really… analyzing the traffic pattern and flow and they wind up 686 00:58:48,165 --> 00:58:53,797 … Going wings up or belly up to an airplane for a long time they lose track of them and we wind 687 00:58:53,797 --> 00:58:57,359 up kinda coming to emerge with them on the downwind. 688 00:58:57,359 --> 00:59:02,255 I've seen that happen twice that's resulted in disprovals. 689 00:59:02,255 --> 00:59:08,864 Whereas…this method of pattern entry I think is a lot more simple a lot less maneuvering. 690 00:59:08,864 --> 00:59:14,704 It gets you on the ground faster, and you're not rushing necessarily you're you're just not 691 00:59:14,704 --> 00:59:18,284 doing a lot of maneuvering around the airport And If I can do less 692 00:59:18,284 --> 00:59:22,140 maneuvering within five miles of the airport I think that's better. 693 00:59:22,140 --> 00:59:27,530 So that for the FAA to come out and say they want us to do more maneuvering… within five miles 694 00:59:27,530 --> 00:59:33,459 of the airport I don't really agree with that Now the time I would agree with this part a here 695 00:59:33,459 --> 00:59:39,360 is if the traffic pattern was really busy And this may be, a good challenge to give you your 696 00:59:39,360 --> 00:59:43,175 new students as a new CFI Let's go find a really busy pattern. 697 00:59:43,175 --> 00:59:46,202 Have your student get outside of the pattern. 698 00:59:46,202 --> 00:59:50,319 And help them practice…that decision making of 699 00:59:50,319 --> 00:59:55,579 seeking sequencing themselves into the pattern Like how are you gonna do that? 700 00:59:55,579 --> 01:00:00,459 but letting them make those decisions is is I think really important I've talked about this 701 01:00:00,459 --> 01:00:04,914 on other shows and this applies to everything not just pattern entry. 702 01:00:04,914 --> 01:00:08,214 But one of the big things you can do as a new CFI is 703 01:00:08,214 --> 01:00:13,530 … force your student to make decisions. 704 01:00:13,530 --> 01:00:18,610 Right Help them become a decision maker because teaching somebody to be a good decision maker is 705 01:00:18,610 --> 01:00:21,699 actually a lot harder than teaching them to be a good pilot. 706 01:00:21,699 --> 01:00:27,604 So make sure as a new CFI that you're not inadvertently making all the decisions for your student. 707 01:00:27,604 --> 01:00:33,055 Because what's gonna happen is your student is you're gonna have those practical skills,, 708 01:00:33,055 --> 01:00:37,592 but they're not gonna know how to put those skills…to 709 01:00:37,592 --> 01:00:42,872 use in the real world, because you've been over there making all the decisions the whole time. 710 01:00:42,872 --> 01:00:47,362 and sometimes letting your student make a decision means letting them make a bad decision 711 01:00:47,362 --> 01:00:50,697 that's gonna lead to a…maybe a undesirable 712 01:00:50,697 --> 01:00:54,904 outcome,, or not a ideal outcome. 713 01:00:54,904 --> 01:01:01,454 But as long as that's safe… then that's good Let them make a decision that would lead 714 01:01:01,454 --> 01:01:05,167 to maybe them exceeding tolerances or… 715 01:01:05,167 --> 01:01:09,439 you know missing a checkpoint or maybe getting slightly lost. 716 01:01:09,439 --> 01:01:13,870 The important thing is you wanna let them fail but have it be within your comfort zone where 717 01:01:13,870 --> 01:01:19,622 you're not letting that lead to a dangerous situation because your job as an instructor is to keep them safe. 718 01:01:19,622 --> 01:01:25,312 So you you don't want them to let them fail so bad that you're now in a dangerous situation that that's not good. 719 01:01:25,312 --> 01:01:31,715 But you do wanna let them make decisions that you know, maybe… lead to something that's less 720 01:01:31,715 --> 01:01:35,525 than ideal and gives you good you know something good to debrief about. 721 01:01:35,525 --> 01:01:39,290 as you become…a more experienced instructor your your 722 01:01:39,290 --> 01:01:43,739 comfort zone your ability to let them fail will get bigger and bigger and bigger. 723 01:01:43,739 --> 01:01:49,117 and then you run into the complacency issue of well now you're complacent overconfident…You 724 01:01:49,117 --> 01:01:53,927 let them fail too much and that that leads to an unsafe outcome So keep them safe but but let 725 01:01:53,927 --> 01:01:59,784 them fail and they're gonna learn a lot from those mistakes… I will say that like look the 726 01:01:59,784 --> 01:02:03,445 biggest thing that people misunderstand about that teardrop thing that they're supposed to 727 01:02:03,445 --> 01:02:08,089 descend two pattern altitude before they begin that turn back towards the airport. 728 01:02:08,089 --> 01:02:11,769 and, I just wanted to clarify that. 729 01:02:11,769 --> 01:02:17,819 yep And and that's how it's drawn on there is descend first and then turn but it Yeah. 730 01:02:17,819 --> 01:02:23,229 I wish it wasn't called a teardrop What it is is you're getting yourself on the other side of the airport. 731 01:02:23,229 --> 01:02:26,659 Like that's what it's called You're definitely You're just maneuvering to the other side of the 732 01:02:26,659 --> 01:02:32,159 airport… It's not a… It's not a maneuver. 733 01:02:32,159 --> 01:02:35,930 Right It's a thing that you're doing. you're you're 734 01:02:35,930 --> 01:02:39,800 getting your airplane in an ideal spot. 735 01:02:39,800 --> 01:02:45,110 And…another go ahead What what else were you gonna say there John I had to say that I 736 01:02:45,110 --> 01:02:49,900 actually have taken a big preference towards the or flying the airport at pattern altitude and 737 01:02:49,900 --> 01:02:53,844 just trying to get right into the downwind, especially because my local airport, 738 01:02:53,844 --> 01:02:58,602 is right on the edge of Providence's airspace. 739 01:02:58,602 --> 01:03:05,280 So if we did that teardrop…to runway two three, we would go into Providence's airspace every 740 01:03:05,280 --> 01:03:09,780 time because it's like about Yeah Right on that two mile boundary So we don't really have a 741 01:03:09,780 --> 01:03:13,395 choice We have to do that second method… 742 01:03:13,395 --> 01:03:17,395 And what I find is people don't know it Right Like all through my Yeah. 743 01:03:17,395 --> 01:03:22,715 Primary training and all the way through CFI training I don't think I ever did that pattern 744 01:03:22,715 --> 01:03:26,385 altitude, turn right into the downward method of entering the traffic 745 01:03:26,385 --> 01:03:30,360 pattern and That's a it's a great way of doing it. 746 01:03:30,360 --> 01:03:37,169 Yeah No I I think it is It's it's kind of shocking…at how quickly the flight training 747 01:03:37,169 --> 01:03:43,249 industry shifted away from that Tory it's not even it hasn't been taken out of the book but For 748 01:03:43,249 --> 01:03:49,705 … for all intents and purposes it is taken out of the book because there's you're absolutely 749 01:03:49,705 --> 01:03:54,675 right I've given check rights where…I've asked the applicant. 750 01:03:54,675 --> 01:03:58,935 Does he even know how to do the alternate methods Like no We've known or even practice that So 751 01:03:58,935 --> 01:04:03,905 it's like well that's a failure on the school a little bit because there's there's a method in 752 01:04:03,905 --> 01:04:09,850 there Even though it's the secondary method, there's a method that you're not teaching So, 753 01:04:09,850 --> 01:04:14,487 as an instructor I think we should be teaching both methods…I think you should be using both 754 01:04:14,487 --> 01:04:17,964 methods You know in some cases they're they're both valid. 755 01:04:17,964 --> 01:04:24,744 the other thing I'll say about that is if you're…if you're fifty miles away… and 756 01:04:24,744 --> 01:04:28,784 you know that the winds are favoring the runway and you're gonna to get on the other you're on 757 01:04:28,784 --> 01:04:34,940 the wrong side of the runway, then there's a third option that's just change your route of 758 01:04:34,940 --> 01:04:41,620 flight where you're gonna…be on that side the ideal side anyway But change it fifty miles 759 01:04:41,620 --> 01:04:48,315 out Don't wait until you get over the runway… if you know what what direction people are 760 01:04:48,315 --> 01:04:54,447 landing, then just make sure you're on that side of the runway to begin with when you arrive. 761 01:04:54,447 --> 01:05:00,710 The only time that this… that wouldn't work is if you're going to an airport that doesn't have weather reporting. 762 01:05:00,710 --> 01:05:04,199 So you have no idea what the winds are Yeah Then…fly 763 01:05:04,199 --> 01:05:08,489 over above pattern altitude so you can look down at the windsock. 764 01:05:08,489 --> 01:05:13,780 And and see what the ones are doing You might have to do that So to me that's the valid reason 765 01:05:13,780 --> 01:05:18,590 to use that But if if I'm going to a place that has weather reporting or there's people in the 766 01:05:18,590 --> 01:05:23,360 traffic pattern that I can see, their traffic on foreflight And I go hey they're using runway 767 01:05:23,360 --> 01:05:28,110 seven Okay Well we're gonna we're gonna make our position you're gonna shift you know five 768 01:05:28,110 --> 01:05:33,340 degrees right twenty miles out to make sure that we're on the runway seven ideal side We're 769 01:05:33,340 --> 01:05:36,914 we're not gonna have to deal with that whole… you know 770 01:05:36,914 --> 01:05:40,924 crossing midfield or entering you know doing the teardrop. 771 01:05:40,924 --> 01:05:47,924 We fixed it a lot longer out… on that note somebody asked 772 01:05:47,924 --> 01:05:52,714 here on Discord what's my opinion on five hundred versus a thousand of a pattern altitude when 773 01:05:52,714 --> 01:05:59,699 crossing midfield…at a busier uncontrolled field,, specifically when doing the teardrop. 774 01:05:59,699 --> 01:06:06,144 I would say if it's busier and you've never been there a thousand would be a good idea because… 775 01:06:06,144 --> 01:06:11,314 of fifteen hundred feet or five hundred feet above standard traffic pattern altitude which is 776 01:06:11,314 --> 01:06:16,550 fifteen hundred feet above the ground That's the standard turbine…pattern altitude. 777 01:06:16,550 --> 01:06:20,090 So I would say a thousand is safer because that puts you 778 01:06:20,090 --> 01:06:24,439 outside of the the turbine,, pattern. 779 01:06:24,439 --> 01:06:28,649 And you're still low enough You're at two thousand feet above the ground You're still low enough 780 01:06:28,649 --> 01:06:32,584 at two thousand feet above the ground to analyze…the… 781 01:06:32,584 --> 01:06:36,875 the actual ground and speed were the winds favoring. 782 01:06:36,875 --> 01:06:42,494 But this…that isn't a issue in your example because you're saying that's a busier airport Sure 783 01:06:42,494 --> 01:06:47,729 you're assuming there's already people in the pattern So you're not really analyzing the wind sock at that point. 784 01:06:47,729 --> 01:06:52,159 but if I have to cross over the runway I would rather cross over a thousand above patterns 785 01:06:52,159 --> 01:06:56,562 than five hundred because five hundred would put me in the the turbine. 786 01:06:56,562 --> 01:07:01,544 Pattern altitude. So Victoria had a question in Discord. 787 01:07:01,544 --> 01:07:07,985 she has a training slash teaching, job in the corporate world for twenty plus years and 788 01:07:07,985 --> 01:07:14,780 their partner is a teacher… What is in the instructor FOIs that is a bit 789 01:07:14,780 --> 01:07:21,300 odd, when it comes to the teaching methods, she knows from her experience and her partner's experience. 790 01:07:21,300 --> 01:07:27,149 the knowledge…they have is more up to date and it's actually currently used in schools. 791 01:07:27,149 --> 01:07:31,995 she wants to know if it's okay to use that knowledge, in a integrate accordingly with the 792 01:07:31,995 --> 01:07:38,975 FOIs in the handbook, or if that will work against her… I think you could integrate that 793 01:07:38,975 --> 01:07:42,780 I definitely… use 794 01:07:42,780 --> 01:07:46,739 things that are outside the FOIs to teach. 795 01:07:46,739 --> 01:07:50,259 there's there's no you know FA rule or anything in the 796 01:07:50,259 --> 01:07:54,017 ACS that says that's the only thing you can use. 797 01:07:54,017 --> 01:08:00,104 And I would bet that even some of the newer…methodologies or, 798 01:08:00,104 --> 01:08:07,035 whatever you wanna call them, whatever methodologies you're using that are more up to date 799 01:08:07,035 --> 01:08:13,290 than the FOIs are probably still related enough to those FOIs…that take, you know 800 01:08:13,290 --> 01:08:19,854 , as long as they're getting the point across that's fine So now if you're… DPE 801 01:08:19,854 --> 01:08:25,934 asks you…what you know, how are you using theFO or what FOIs are you using What's your source 802 01:08:25,934 --> 01:08:32,900 And you take out this handbook from your State Department of Education… As long as you're not 803 01:08:32,900 --> 01:08:37,290 using that as your only source I would say you're still good But if that's your only source then 804 01:08:37,290 --> 01:08:42,990 yeah that might, that might present a problem where okay Well, you know this is a FA check 805 01:08:42,990 --> 01:08:48,440 Right I appreciate that that's a more up to date thing but So basically know the aviation 806 01:08:48,440 --> 01:08:54,774 instructor handbook from the FAA, and then be able to, you know clearly explain how you're 807 01:08:54,774 --> 01:09:01,459 integrating these other methodologies to supplement what the FOIs…are are discussing. 808 01:09:01,459 --> 01:09:05,699 I think that's totally fine I would be really interested to hear that personally as a DPE I'd 809 01:09:05,699 --> 01:09:09,259 be like yeah, I'd love to talk to other teachers, 810 01:09:09,259 --> 01:09:13,212 outside of profession I think that's how we grow That's how we make things better. 811 01:09:13,212 --> 01:09:19,724 So, yeah I think… using the the combination of those would be totally 812 01:09:19,724 --> 01:09:26,524 fine Antonio on YouTube asks if part or part twenty three still applies to 813 01:09:26,524 --> 01:09:32,009 older planes certified under car part three when it comes to airworthiness. 814 01:09:32,009 --> 01:09:35,290 as far as I know it does not No. 815 01:09:35,290 --> 01:09:40,032 the plane is held to the standard that it was certified underneath. 816 01:09:40,032 --> 01:09:46,125 So if you're flying a plane that was certified under CAR three… certified under CAR three you 817 01:09:46,125 --> 01:09:51,709 can't take and retroactively apply part twenty three to that aircraft. 818 01:09:51,709 --> 01:09:58,619 there may be some caveats to that… that I don't know about Right I I don't know everything. 819 01:09:58,619 --> 01:10:02,339 But for the for the most part that's my understanding of the rules. 820 01:10:02,339 --> 01:10:08,872 That's why you can see some, you know antique aircraft…That definitely would never be certified today. 821 01:10:08,872 --> 01:10:13,242 You know they, they wouldn't have enough to be certified as an airplane today but they're 822 01:10:13,242 --> 01:10:20,242 still…airworthy because they were certified under a older…cr three Now I share 823 01:10:20,242 --> 01:10:24,200 your frustration if, you know finding those…older 824 01:10:24,200 --> 01:10:29,859 …defunct rules of what your airplane was certified under can be challenging. 825 01:10:29,859 --> 01:10:35,995 So that can be kind of a homework project to even find okay what what were the rules…when my 826 01:10:35,995 --> 01:10:42,034 airplane was certified… but yeah we we don't have to retroactively apply twenty three to 827 01:10:42,034 --> 01:10:49,207 that I think that the TCDS will say what regulations it apply to the specific airplane. 828 01:10:49,207 --> 01:10:55,430 Yeah So that that would probably be the place to look because I think some planes have a little bit of a mix. 829 01:10:55,430 --> 01:11:02,379 Yeah I'm glad you brought that up It it can be Yeah The TCDS… does have a section in there that 830 01:11:02,379 --> 01:11:09,154 spells out You know here's the… the… certification 831 01:11:09,154 --> 01:11:13,254 criteria of the aircraft… for this make and model because 832 01:11:13,254 --> 01:11:17,532 that was definitely the case for planes that had been produced for a long time. 833 01:11:17,532 --> 01:11:21,022 You know in the one seventy two Beach Craft bonanza those are two. 834 01:11:21,022 --> 01:11:27,340 And and the the Piper… PA twenty eight those are kinda three models that come to mind that 835 01:11:27,340 --> 01:11:33,785 are pretty ubiquitous…that have been produced under several different… regulation 836 01:11:33,785 --> 01:11:39,805 types So, obviously a a new one seventy two you buy today is gonna be a lot different than a 837 01:11:39,805 --> 01:11:45,175 straight tail one seventy two, built in you know nineteen fifty seven. 838 01:11:45,175 --> 01:11:52,175 Sean on YouTube asks about because they own an experimental aircraft that they built and 839 01:11:52,175 --> 01:11:57,389 fly regularly and it has garmin glass slash was capability. 840 01:11:57,389 --> 01:12:04,154 he wants to know if you could take an instrument checkride in it… So 841 01:12:04,154 --> 01:12:08,735 experimental aircraft… It has GPS. 842 01:12:08,735 --> 01:12:12,805 Can you take a check right in it… yes. 843 01:12:12,805 --> 01:12:18,119 So… the there's been a recent change that actually helps. 844 01:12:18,119 --> 01:12:23,379 And there was a RV I ran into this with an RV six There was a guy that had an RV six It had 845 01:12:23,379 --> 01:12:29,804 really nice…Garmon avionics in it but it had no VOR. 846 01:12:29,804 --> 01:12:35,174 Well the old instrument rules required you to fly a VOR approach Like you you just you couldn't 847 01:12:35,174 --> 01:12:38,292 get around it One of your approaches had to be a VOR. 848 01:12:38,292 --> 01:12:43,589 The new ACS that came out last year… actually did away with that so you can do three Rnav 849 01:12:43,589 --> 01:12:50,130 approaches…under the new airman certification standards… as far as the experimental 850 01:12:50,130 --> 01:12:56,825 aircraft that's allowed, as long as the examiner is okay with it So the examiner…gets the 851 01:12:56,825 --> 01:13:03,714 the final say if they're comfortable doing it in that experimental aircraft… So, yeah I 852 01:13:03,714 --> 01:13:07,895 don't see any problem why you you couldn't do that as long as you can find an examiner that's 853 01:13:07,895 --> 01:13:12,435 okay flying an experimental aircraft, not not all examiners are. 854 01:13:12,435 --> 01:13:15,515 So, they may have that as a policy. 855 01:13:15,515 --> 01:13:20,395 I treat experimental aircraft as any other aircraft I I don't have a blanket statement of no I 856 01:13:20,395 --> 01:13:24,615 won't fly on them But if I if you show up the day of and the paperwork's not good and I'm not 857 01:13:24,615 --> 01:13:30,094 comfortable with this air worthiness then yeah I'm not gonna fly on it but most of those, 858 01:13:30,094 --> 01:13:36,619 you know, amateur build aircraft are actually really nice So… Yeah There's I don't see any 859 01:13:36,619 --> 01:13:41,339 reason why you couldn't take your instrument check right now I don't see any hands raised in 860 01:13:41,339 --> 01:13:44,559 the discord here I really appreciate the the live 861 01:13:44,559 --> 01:13:48,769 audience that joined in Hopefully you are liking the the live stream. 862 01:13:48,769 --> 01:13:54,185 We are recording these and we'll go and release them as podcast format later. 863 01:13:54,185 --> 01:14:00,535 but I I like the live sessions here So if if y'all like that let me know. 864 01:14:00,535 --> 01:14:04,765 In the interim we're doing these every Tuesday night So in in the next week if you have any 865 01:14:04,765 --> 01:14:09,584 questions that come up pass them along on Discord you can email me at seth lake at v s l dot 866 01:14:09,584 --> 01:14:15,225 arrow but a a great way is to get on here and Discord And if you ask your question on Discord 867 01:14:15,225 --> 01:14:18,915 we'll answer it You know we won't wait for the the live show. 868 01:14:18,915 --> 01:14:23,984 If it's a good question I'll usually bring it up during the show too because that I think 869 01:14:23,984 --> 01:14:29,015 that gives it maybe a little bit more reach But think about joining that discord channel, 870 01:14:29,015 --> 01:14:35,234 and we'll open see you all next week when we do our live podcast next Tuesday So thank you 871 01:14:35,234 --> 01:14:37,859 so much for joining us We'll see you next time 872 01:14:37,859 --> 01:14:42,833 …