are
listening to the VSL Aviation Podcast I'm your host Seth Lake Thanks for joining us Now this is
live streamed on YouTube Instagram Twitch all the places
and primarily on Discords where you can interact with us.
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.
So join us in discord If you wanna talk live on the podcast or if you wanna ask your questions
you can send it over on Instagram YouTube or Twitch I'm not monitoring those right now but I
have somebody John, who I'll let him introduce himself here in a second.
He's helped and edit that So he'll pass the question along to me and then I'll answer it There's
a couple of topics that I cover at the top of the show and then open it up to questions Kind of
any and all questions you got general aviation wise, commercial aviation, And if you
have those check ride questions I'm a designated pilot examiner give a lot of check rides And so
that seems to be a popular topic of things to discuss.
So we'll go ahead and get started. I was already saying kind of in the in the pre show
talk that I don't have a lot prepared today There's a couple of topics that I wanted to cover,
and then open it up to questions So hopefully we have some people online that have some good questions to ask.
So the thing I was gonna start with, and we're we're gonna try to screen share this I think
it should come across… but we'll see This will be…A
little bit of a test of that… So
what I'm gonna do is share my screen.
So you should be seeing an FAA screen now what I did is I searched for FAA
part one thirty five certificate holders And so the genesis of this question is during the
commercial check ride which I just gave one of those today an initial commercial check ride.
And during that check ride I have a few different scenarios that I should throw to the applicant.
And if you're preparing for your commercial or you took your commercial you probably know that
that's it's kind of a no point of, of, contention of you know what
is the DP you're gonna ask about holding out and all this different stuff Right We can go down a
lot of different rabbit holes on whether or not you can legally do this commercial flight and
get compensated to fly Right And that's the goal for most of us getting involved in aviation is
one day be able to fly for compensation or higher.
So the question is how do we do that legally?
So,, one of the things that I like to throw in there is how to know that your
employer is… operating as a legal operator Right And when I talk about an operator I'm talking
about a certificate holder So they hold a part one nineteen certificate A
lot of us start out in our first paying job.
maybe after being a CFI is to work for a one thirty five and that's just simply a a non
scheduled airline service Right we typically just the colloquial term is to just call it a charter.
So for all that purposes when I say charter in part one thirty five I'm kinda using that interchangeably.
so I I've got the story that I share with a lot of my commercial applicants where I'm sitting
on the the FBO or sitting inside the FBO And out on the ramp I see this plane that pulls up
and a young guy gets out of a business dude gets out of the back.
Business dude goes to a car gets in. Young guy comes in sits down on the couch with me and I'm
like oh I know I know what this guy's doing He's doing some sort of part ninety one or or maybe
a charter flight, and you know building some hours And that's great So I strike up the conversation.
And quickly he tells me he's flying one thirty five in the small piston aircraft Well, that
kinda raises my eyebrows because A lot of small piston aircraft are difficult to put on a one
thirty five That's not a real common thing to see on a part one thirty five certificate The maintenance requirements are really high.
at any rate… conversation kinda ebbs and flows And in the downtime I got my laptop here and
I pull up this website And all you have to do to find this website on your own is to search for
FAA…part one thirty five operator list.
And it will take you directly and then put that in Google That's the best way to search what's
on the FA's I and it'll pull up this XLS document
So let's take a look at this XLS op document here.
So this is a part one thirty five operator list So let's say that you're a new hire at a part
one thirty five You're all excited You got maybe, you know seven hundred hours you're tired of
instructing You're excited to be able to fly something a little bit bigger a
little bit faster and make a little bit more money hopefully.
So every part one thirty five operator has to
have what's called an operations specifications.
So an op spec is what we call that And in that op spec they have to list…not only the types
of aircraft that they can legally fly but the actual
model make and model and tail number registration of those aircraft.
So this list is basically it I think it's updated monthly So it's not always, a hundred
percent correct but it's a good place to start from So every apartment one thirty five has to
list all of the the tail numbers that they can legally operate on this list.
And long story short if you're flying for a one thirty five operator on a tail number that isn't
on this list…and that isn't in your current and signed operation specifications,
then you could be doing an illegal charter.
So… it's it's something that doesn't really get taught in commercial training but I think it's
something that's really important for a commercial pilot.
So I'm not gonna,, pick on anybody I just randomly selected this Dale Aviation and I see
that they have some the c nineties the king air ninety.
Real common aircraft to have. I've got probably a couple hundred hours in Kingier nineties.
Great airplane, and really popular on one thirty five and also just a popular airplane in general.
So we can see that Dale Aviation it looks like just counting here that they've got seven c nineties.
On their certificate. And there are these specific tail numbers here We've got seven specific tail numbers.
So a scenario that I might bring up in a check right is you know you go out to the airplane and
you're normally flying, November two zero seven papa.
But let's say…there's a let's find another See see if we can find another C ninety
here Well we'll just make up the tail number November one two three four is out there and it's a
C ninety and it's equipped the identical way… to two zero seven papa.
And the owner says yeah. Two zero seven papa is down for a phase inspection.
it's not available So we borrowed November one two three four out there Again it's a c ninety
equipped exactly the same as two zero seven papa.
And you're asked to go fly this flight now if
it's a one thirty five flight, that's not legal.
Right You you can't legally fly this airplane because it's not on the op spec that you are
signed off on as a one thirty five pilot Right So the one thirty five that you're flying for the
certificate you're operating under the airplane you're flying has to be listed in the off spec
or and or on this list Not like I said this list is slightly out of date sometimes so there
could be an instance where, maybe a lease was entered by that one thirty five operator
and that was signed off by the Fizzo and that's all filed properly and and everything's copacetic.
But you need to start asking some questions if you're being asked to fly a plane that's not on
that one thirty five So kind of back to my initial story I'm sitting in the FBO I pull up this
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.
And so I asked the the pilot a little bit more about his one thirty five.
And to me it sounded like the one thirty five maybe he was trying to pull the wool over his eyes
a little bit because… the one thirty five did I did find them on here and I saw that they had a
of King Years and that's what he said he was doing is building hours in this Aztec.
And eventually he was gonna get moved up to the King Year.
And, you know he wasn't there that long and left but that story kind of that that sticks with
me because often wondered, I didn't ask all the questions because yeah I think he was tired of
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.
But at the end of the day, Hopefully I opened his eyes a little bit to to say that you know you
need to ask some some questions about the people you're working for because…these operators
may be asking you to do something that isn't quite legitimate.
Now there is a way that he might have been on a legitimate flight like the owner of that one
thirty five also owned Aztec and that was just apartment ninety one flight.
That was fine But the point was I've got this new hire at a one thirty five that that told me he
was doing a charter in a plane that wasn't listed on here.
And either he needs more training about what actually is a charter and what is not a charter,
or he was being told it was a charter and it it was but it was an illegal one.
So I've often brought this up, and I'd like to hear from the group maybe later if you've
ever seen this, Eep that I'm showing here on Excel.
this is a pretty important, thing for you to know as a commercial pilot a way to kind
of make sure that your operator is operating under the the right set of rules Because I could
definitely see you know a new CFI that's hungry for flight hours, kinda get a little bit
over their skis and not ask enough questions because hey this guy's or this company is paying me
to fly And I need the flight hours Right I wanna go to the airlines all that.
it's easy to maybe get a little excited about that and not ask enough questions.
there's kind of that saying of don't look a gift horse in the mouth where if somebody gives
you something that's that's of value you don't want to inspect it too closely because hey you just got this.
And that's not true for these jobs because at the end of the day
you putting your certificate on the line just as much as the operator's certificate.
So if you land and get ramp inspected and it turns out that is an illegal charter, your
certificate is gonna get action taken against it more than likely as well as the part one nineteen.
But it's gonna be your certificate on the line as well. So I wanted to to show that to folks
Another one that is kind of related to that is an advisory circular
, and I'll share the screen one more time.
Or again anyway, this is the truth in leasing advisory
circular So ninety one thirty seven, bravo.
And we're gonna go to page fit…And what's cool about this advisory circular is
at the… at the end, it has
a in figure one this is on page seven of that advisory circular.
It has a sample, truth and leasing.
and this this is an example of how a dry lease would be,
done and filed…for the new operator.
So you might question about, well Seth when would I need to use a leasing agreement like this?
Well specifically, if it's a turbine aircraft, you would have to have a lease done.
And more specifically you need a lease done whenever the person who's operating or exercising
operational control of this aircraft…isn't the individual
or entity that's listed on the aircraft registration.
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
flight, I'm gonna go out and verify that the planes are airworthy by looking at the
airworthiness certificate and the registration among other things Right That registration is
really important as a commercial pilot because the entity that that aircraft is registered to.
That's the owner Right? And if the owner is the one that's hiring me and exercising operational
control and they're also the passenger then that's a legal part ninety one flight more than
likely Now there's some other things that we need to look at there that can get in the weeds and
we can talk about that later if you want But for the most part if they're act acting in
operational control, And the registered owner hey I'm good to go But if the person or entity
I'm flying… or who is acting in operational control isn't the person that the aircraft is
registered to, Then I haven't connected the dots Right The registered owner is in an
operational control for this flight So how do I prove what piece of document What paper trail do
I have linking the registered owner to the current
… entity or person that's in operational control.
And I would do that through a lease agreement like this.
So if I say, Joe Bob is the registered owner, and Henry is the guy that's exercising
operational control…then I would have this truth and leasing document filled out…where
the lessor being Joe Bob, the lessor is going to lease to the lessee,
Henry, down on this this document here So now I've got both…I've got the paper trail Right
I've connected the dots from the registration to the person acting in operational control.
And this is just an example of what a truce and leasing clause
would look like It's required for turbine aircraft It's not required for piston aircraft.
But if you're out there doing you know pilot services, this is a good thing to be familiar with.
And a good question to ask you know the commercial pilot I've I've flew with today…in fact
shared you know he'd been on a couple of flights where he had sat right seat in an aircraft
that's single pilot So it's all copacetic it's just hey
he got the opportunity to fly right seat in a cool jet So he did that.
And he had some questions like well we were doing this flight and, you know the person that
owned the aircraft wasn't on the aircraft So how do I know that was legal?
And that's where I brought up all the the truth in leasing the the lease document.
Should be in place and this has to be onboard the aircraft and also has to be filed with the Fizzo.
but this document could connect those dots there So just because you don't have the
registered owner onboard the airplane, and are flying for hire Doesn't mean necessarily you're
breaking the law as long as this was done as a backup there.
Alright. So that's that stop that…screen sharing.
John we'll take a I'm gonna drink a water here Why why don't you introduce yourself
please… Sure I'm John I'm a CFI in Rhode Island.
And I'm just here to help out Seth with whatever he needs help with So I kinda run the
I administrate the discord i run the podcast
or from the technical side of things.
You know and that kind of stuff So if you have any questions, you know I'm a double I MEI,
CFI So if you have any kind of questions, I'm always around So let me know.
Awesome Yeah I just wanted to I I just said I was gonna let you introduce yourself and I never did that.
Yeah If you you'll hear me referring to John John's helping me manage all this we got we're
trying to live stream a bunch and found that I'm not the
best at that, so I really appreciate his help.
So if you're you know if you're watching the live stream on Instagram or YouTube or Twitch,
or discord you don't have any questions that's gonna go through John He'll let me know you've got a question.
and you can go ahead and start sending those in I'm gonna cover one more thing we're gonna
move over to questions So hopefully we have a few on the docket already.
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.
but I saw this come across my Facebook feed and I was very interested…because it lines up
really well with with some of the, scenarios that I get So this comes from a group that I'm
in the Beach Craft Baron fifty five Very specific.
Facebook group. but I saw this picture.
And, luckily obviously the the guy got on the ground safely You can see here, got on the
ground safely but he obviously had some sort of major failure,, in flight
And I've looked out the left hand window of a beach craft baron before and seen almost this
exact thing…where the the engine Callings just covered in oil.
and what I thought was interesting,, is his… let me
see if I can pull up his actual post… I thought he had more text
about what actually had happened… well, what he said from the text is
he was flying along… in about fifteen minutes
into the flight, he starts to get a vibration.
And the interesting thing about the comment that he made about the vibration is he initially
thought that it was maybe flutter from a flight control He didn't even know it was coming from the engine.
So…this is the exact type of scenario that I give…in a multi engine ride,
where I'll say you start to experience just general airframe vibration.
And it kinda throws a lot of people off where they're like well, there's not a really a
checklist for airframe vibration in in most you know small aircraft There's not any way.
and what I'm looking for is I'm looking for you to troubleshoot to see if it's the left or
the right engine because what's happening here is that left engine or right engine begins to
vibrate It it translates that vibration through the engine mounts into the rest of the airframe.
And you can't really tell that it oh it's the left engine
that's vibrating…or the right engine.
You can just tell that there's a vibration there. And I actually had this happen to me… before
where I've had a piece of the…and it is very similar to this incident because this this break
in the windshield right here happened after he heard a loud pop.
So it had been vibrating for a little bit He thought it was a flight control.
Then he he heard a loud bang which is probably whatever came off the engine hit the wind screen
and did some damage to the wind screen there luckily it didn't go through.
and that's when he saw the oil start to stream out over the engine cow and he shut down the
left engine feathered it successfully and landed with single engines successfully So he
did a great job so it was a awesome job as far as handling the emergency.
But it reminds me of, an event where I was flying Aztec and the the spinner of the Aztec on
the left engine separated in flight So it broke apart and that spinner… it was like a grenade
It blew off and it hit the side of the airplane made a loud bang and I actually stuck in the airplane side.
And then started causing this big vibration because now the the propeller isn't balanced And
there was half of the propeller had a spinner The other half didn't So it was causing this big vibration.
And you couldn't really tell where it was coming from. and what we wound up doing is pulling
the throttle back on the left engine That didn't change anything and we pulled it back on the
right engine Hey that changed something So the frequency changed a
lot with the right engine I think something's wrong with my right engine.
And we chose to shut it down And as soon as it stopped spinning that's when we could
see either the spinners like really damaged.
So luckily it was VFR conditions We went back to the airport landed successfully single
engine Not a big deal… But this instant right here is a perfect example of how a
lot of times in multi engine flying, you will shut down the engine You'll use your
PIC Authority to shut down a this behaving engine And that's usually the the right thing to do
is I would rather if I'm having an engine that's behaving
mat abnormally I'd rather have that shutdown and secure it.
And now it becomes kind of a known quantity I can fly around single engine No problem.
Come back and land rather than leave that engine running even if it is producing some power.
Because if I have an engine you know if I have the option to have an engine running… but it's
not running normally and leaving it running I don't know what's gonna happen I don't know if
it's gonna get worse or cause a fire or break an engine mount or, you know if that is on one
hand as an option And on the other hand I have the option of just shutting that engine down
feathering it and flying around single engine stable, then I'm gonna choose that option That's the better option.
so that's all I was gonna…bring up with that.
so hopefully may maybe I'll have some some questions on that.
Alright And then one more thing, again I…this one happened
today where I showed somebody a feature in foreflight and they were like wow I never knew that that was an option.
So I'm gonna pull up for a flight on this is the web app so it doesn't look exactly like the
the iOS that you normally use on the iPad but close enough.
So let's say that you're here at Russell. That's
my my local airport right there.
And the individual…said that they got some sort of clearance where they wanted to,
proceed north on a radial…or proceed north to a radial DME off of a
VOR before going direct to the next airport.
So we'll just throw in a quick flight plan here where
we're gonna go from Russell to Clinton.
And we're gonna pretend like ATC says, well instead of just proceeding direct we actually want
you to go, ten miles,, north of Russell… And then,
at ten miles north of Resaville then we want you to proceed direct to, Clinton.
So there's a couple different ways you could do this Right You could use the measurement tool
and you could do the little pinch and then You could do the rubber band feature and just grab
that root and and move it over there Or you could use the radial DME, kinda code and put it
in the flight plan portion of foreflight So in that case it would look like KRE…three six
zero, at ten.
And that three six zero at ten that's the the radial.
And then ten miles is the distance. And so you can see as soon as I type that code into the
four flight window, It snapped that route to a three six zero ten miles north of Russell, and
then direct to Clinton And that would obviously work with any VOR.
in fact the VOR doesn't have to be on your route of flight So let's let's take this back.
I've got a VOR, way down here at , hot springs There's a VOR down there.
So let's say…for whatever reason they they use hot springs as a reference point so
that That VOR identifier is HOT.
And this might not work I'm gonna guess here on the the distance So it's three six zero off the
hot springs VOR…at… let's say… seventy five
miles… And so that becomes my point.
And what that should do… Oh it didn't do anything Okay Of course The
something that I I used to pick out doesn't work Now if you were to do that there it finally worked.
So that's the hot springs…three six zero at seventy five miles Obviously this is kind of a
weird flight plan that's not exactly direct.
but that VOR wasn't in my flight plan before and I just used that in there So… bring that
up because that's the case that happened with this pilot is they were given a radial DME of a
VOR that was south of the of where they were at, off the airport.
So… Just typing that in real quick will give you that situational awareness of of where that is
So it's always the identifier either the three or four digit identifier I guess it could also be
a, you could do a radial DME off of a a five letter you know GPS waypoint as well So that's
the first one then a slash forward slash, you'll put in your, your three digit,
radial…and if it's if it's only two or one you would do a zero zero you
know one or a zero two five for instance And then the last is gonna be the distance.
So it's always that that'll work in four flight web like I showed here or work in your your four flight.
IOS… app on iPad or your your phone.
So like I said that's all that I've got That was a quick little rundown on some topics I don't
wanna…John how are we looking Do we have some questions?
Enbo Fernie, man I hate pronouncing these things.
so they asked what is the biggest piece of advice you give for initial flight instructor applicants?
I have my CFI initial check right next week and I'm practicing giving all my
briefings I created based off the ACS.
so that's a great question. I… I am gonna pull up the
… the Ace Guide here… so the Ace Guide you can purchase this on a website It's a
document that basically pulls in all of the FA handbooks and the airman certification standards for all the ratings.
And I recently made some updates to the CFI ACS.
So you said you already have lessons done.
Well, you know that and that's great So looking at your lessons your your, oral will
probably consist of these, first three areas of operation It's gonna be your fundamentals of
instruction your technical subject is in your preflight preparation.
And then you also have to do a preflight lesson on a maneuver.
now depending on your scenario that you have from your DPE, you might also do some sort of
lesson on a system or something but that's that is kind of covered in the technical subject
areas but that those…these kind of four areas are gonna be,, the foundation
of your oral So for the the FOIs let's just look at a human behavior That's all in the aviation
instructor's handbook So being very familiar with the chapter and verse of the aviation
instructor's handbook I think is really important… you know core fundamental for you to have
I don't want you to necessarily have everything in here memorized in the learning process is the perfect example.
there's a lot of stuff in this chapter on the learning process.
I don't expect you to have that all memorized, but just knowing that the learning process is
covered in chapter three of the aviation instructor's handbook and having a working knowledge of
that Like that would be very…that that's an impressive bit of knowledge I'd be very happy with
that and we can kind of structure a discussion.
And my questions over over that knowledge rather than just have you regurgitate it from rote
memory which is kind of the lowest form of learning Right So I'm thinking of that as a DPE If
you just have this stuff memorized, and that's just wrote learning that that's pretty easy.
I want you to have that fundamental understanding of how to apply this to a lesson So not
only knowing where to find it but knowing…kind of the the gray area of like how would I use
this and apply it to, , a a task there The other thing that I've that I've added in
, the technical subject area, Let's see where did I put this
… Yeah So on the preflight preparation, it talks about
proficiency versus currency in this links to a new section of
the Ace Guide which has, the use of wings.
So I would highly encourage you to figure out how you can incorporate wings into your check
right scenario and training program of how you're gonna use wings to, both make sure that
the pilot has a proficiency plan for not only passing this initial training that you're
giving him let's say for a initial private pilot but also a plan for how they're gonna stay
proficient as a private pilot you know over the years you know
potentially, you know many many years there can be a private pilot at how are you gonna stay proficient.
So that's where you can use wings there. also put in…the… The wings
program is different wings topics So that's in here as well You can find all this for free on
the FA safety dot gov website, but there's a lot of stuff in here that's really good…material
that you could use as a training program for your CFI
specifically,, the runway incursion avoidance.
So if we go over here I've got this runway incursion remedial training.
That's a great,, and even though it's remedial training is still really good for initial training.
But that's a great kind of computer based lesson that you can incorporate.
and when your,, DPE asks you about that because if you go to technical subject areas
it's an area of operation c right here runway incursion.
You can say how are you gonna teach this Well a on the FAA safety dot gov website there's a
really lesson that covers, runway incursion avoidance So,, there's
a little bit of… Hopefully that may came close to answering your question.
you know incorporate the the instructor handbook incorporate the wings on how you're
teaching I think both of those would be really good… okay Let's do a voice I got Mike.
Okay Here you are Mike from Chicago Ask a good question.
Yes Can you hear me? Yeah I can hear you.
Cool. So I actually have my commercial checker on it tomorrow.
Oh nice Feeling yeah I, feeling pretty confident on most things
but…the, the cross country flight plan.
it's been about four years since I did a paper NAV log for my private pilot.
I Right i'm pretty confident just using foreflight for most flight planning purposes.
but…I wanted to sort of get your thoughts on…or or maybe just hear from you what you
usually see from commercial candidates…with regards to… the
VFR…flight plan for the commercial cross country scenario.
Yeah So let's let's go into the ACS so I always like giving references for what I'm talking
about here… But the first place that this is gonna be evaluated on is in the ground.
so your task d area of operation one task d
is your cross country flight plan and you you did say commercial Correct?
Yes. Okay Perfect So yeah area of operation
one task d is your cross country flight planning That's where this first comes up.
And then, right you know in both the knowledge…
and the risk management and skills it talks about the EFP.
So use of the EFP., and then in the note here it says preparation presentation presentation
an explanation of a computer generated flight plan is an acceptable option.
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.
that's fine Okay? So that's the reference for that You're good on using the EF.
now what I would caveat that with is make sure you have a backup and your phone is a good backup.
I'll I'll show some stuff on foreflight here There's a foreflight EFP checklist that I think
is really good to use and then show the examiner… that you're using that because that that
fulfills the requirement of the risk management task here of how do you manage risk by using an EFP?
So that's the the first part there The second part that this is evaluated on is the actual navigation section.
And so for that we're in area of operation six task a which is pilotage and dead reckoning So
this answers your second kind of or a different segment of your question…of do you have to
pick out way points or can you just just go direct So no you can't just go direct.
you're going to have to have different way points in there Now
I guess you could say you're gonna leave the direct in there.
You're just gonna note somehow…of those waypoints but you you have to fulfill the requirement
of pilotage and dead reckoning So those are two different things.
Right They're evaluated on the same…task but they're they're two different things So if you
look down here at the skills, we've got,, so prepare and use a flight log That's skill one
So yeah you've gotta have a flight log Fourflight generates a beautiful flight log.
And I'll I'll show you that for everybody watching on here I'll show that on four flight in a second.
the next is navigate by pilotage. So remember navigating by pilotage is looking outside and
saying yeah there's where I forty crosses the Arkansas River, that's my point.
that's pilotage…dead reckoning is navigating by means of pre computed headings ground
speeds elapsed time, and reference to landmarks or checkpoints.
so the that is dead reckoning And dead
reckoning pure dead reckoning is like what Lindberg used to cross the Atlantic back in the day.
he had no checkpoints is flying over the ocean So he just flew a pre computed heading ground
speed, not even ground speed just pre computed heading and power setting, for a
specified time and then started looking for land you know.
So that's like through dead reckoning.
but you're using both of those So that's the thing that you're the skills that you're
demonstrating to the evaluator…are listed right there.
So how…you…would…do that on four go to
… change window here.
Go to four flight
… Alright There we are.
So you said it's you know three hundred miles So I…we're we're gonna pick a
… k, m c k
… I don't even know where that is There we go.
Okay. So I've got this long, direct to and I imagine what you're saying is there's no
need to change the point is like you don't have anything like this happening where it's
penetrating a restricted area or prohibited area So I'll assume that your direct two point
basically doesn't…interfere with any other air space you're like well why mess with it And the
problem is, well how do you demonstrate the skills of piloted to dead reckoning if
you've just got one straight line and no points selected in between Right?
And… so so that's that's the key thing So what I would go here is I would go to
my VFR sectional first, and I would pull that up as a layer.
And I've covered this in other videos but I I like using I call it a rule of three.
I like to have three things for each of my checkpoints.
And, a little bit of gamesmanship from my check ride standpoint… I would pick out the first
like four waypoints I would be very deliberate and have those solid waypoints If it's a three
hundred mile check, you know, your distance you're not gonna fly that actual cross country.
So… You know play the game in those first few checkpoints you really wanna spend some time in
because you're probably gonna go to the first at least the first, more than likely second maybe even the third checkpoint.
So you wanna have those down And the way I would pick those out,
is using that rule of three I've got my direct line in there.
and so I'm gonna look for things that have three different ways to identify them that
is kind of on that route plus or minus ten miles left or right of course.
Right? So…looking at this I can see well I've got some high tension power lines.
yeah high tension power lines right here, a bridge A river another river
, man that's a great point right there So I'm gonna I'm gonna grab my using the rubber band tool
, and I'm I'm just gonna snap that right there.
And all I'm gonna do is…I'm gonna I'm gonna click on that point when it pops up either in
iOS or…the website here.
And that's my first checkpoint. And so by the time I'm done I'm gonna have Well it's
essentially the same direct line but it's gonna have these small zigzags in it.
Right And so once once that's done, I'm gonna send it to flights.
So that button right there… And then on my flights that's where I'm gonna be able to print the nav log.
And I'll show you a couple of different options depending on the level of subscription that you
have…is is going to…impact what nav log options that you have
So they're in flights I've got the nav log.
My nav log templates up here I've got the standard nav log, which looks like this.
And then I've got, an international nav blog… that looks a little bit different like this
… so… you can see what what each of these
… looks like and and kind of analyze it for yourself and decide hey I I wanna do that The
problem is…notice how it just gives my latitude longitude.
So, from here what you could do is in foreflight you can save this to your
document section, and then you can use like a Apple pencil or something to just go in and name
that It takes a little bit of extra legwork to do that.
But that's that's how I would do it is I would take this document I would share it to foreflight
documents and then I would use the annotation feature…to annotate the name, and it can be
a short short hand name for whatever
bridge you know it doesn't have to be super district descriptive.
And the other thing that you're gonna use that's helpful in the document section is now that I
can annotate on this especially if I've got an Apple pencil, But I could even type on it as
well but I can put in my actual time.
So I've got my estimated time in route I wanna be able to put my actual time in there because
that actual time… is going to impact my downstream,
… downstream points Right?
And that's important because I'm gonna change the window again back over to… the, the
ACS… is right here We've got arrive
at the en route or plan checkpoints within three minutes of the initial or revised ETA
… And provide a destination estimate So that's skill six You have to be able to do that.
So at the end you know you're using all this to verify your position within two
miles and within plus or minus three minutes.
Of of when you wanna hit that point.
and then… update the revised, or provide a estimated destination
, you know a new revised ETA of your destination.
That can kind of be done through foreflight because it's constantly giving you a revised DTA,
at the bottom of the screen.
so maybe that's not quite that critical but using that NAM log in the digital
…section in the foreflight I think is is really good Does that answer your question?
Yeah I think so., I was planning to essentially do something similar just print it out And
then, you know using just a pen just to write,, what the waypoints
are,, over the or you know next to the coordinates.
Oh you you could totally do that as well just make sure
you know for the check rides you've you've got it ready.
printed out You could easily hand it over to
the the DP if they wanted to see that verify your calculations.
you know the the one thing to remember is foreflight is not correcting for…your
deviation It's only correcting for variations So that's something that I would bring up I'm
kinda head that off at the pass when you're briefing the use of
foreflight, saying that it's corrected automatically for winds.
And magnetic variation, but it has not corrected for magnetic deviation, which is unique to
the airplane So that would be a final correction you might have to make.
Right Using whatever the values on the Compass card are.
Yeah Correct…Nwick asked if eyes use more oxygen at night
and cause early onset at lower altitudes
or is it the function of the rods just the first thing to go?
So basically sort of just the specifics of…what causes,
I guess the hypoxia to happen earlier at night, the lower altitudes… Okay.
Wow That's that's a good question You know so my basic understanding on it so it looks like
chapter seventeen So if you wanna read about vision and flight chapter seventeen of the, p
hack… I'll I'll close that down and just kinda give my thoughts on it What my
understanding of it is the color vision processing power of your brain, that is a
very high level function And your the way your body kinda works and they'll talk about this in
survival training is, you know the the high level stuff
is the first thing that your your body starts to shut down.
It's like if you're using your computer and it's running slow, you're gonna close out the
the browser windows that you're not using not the real important ones but the ones like okay The
Twitter that I'm not reading or Facebook or whatever I'll close those windows down first but I'm my.
homework window is the one I'm gonna leave open.
Kinda to use a cheesy analogy there When you're they're flying in
in aircraft your color vision is taking up a lot of processing power.
So it's gonna be the first thing that gets kind of cut down So if you're flying at night and
you get a little hot toxic…the amount of color or light input that you have during the
day you might not notice a lack of color vision but at night, you you're you're gonna notice
that more, because there's just less light input kind of going into your eyeballs So,
that's where you you start to lose that color vision… You know the the lack of the night
vision that was also a lot of processing power.
So both of the I I don't know if it's actually using more oxygen is the right way to put it or
if that's when the body doesn't have enough oxygen
…color vision is kinda one of the first things that it starts to cut down on.
and that's you can I've actually experienced this in in pilot training, pulling a lot of
G's in the t six and you start to lose blood flow to your head.
You can start to gray out before you black out So if you don't do your anti g stream maneuver
correctly, you'll start to lose that color vision It'll start to
turn gray because you're losing blood flow to your head.
or to your brain and and you lose that color vision Hopefully that answers your question At
least you know chapter seventeen is where you can learn that in the p hack.
okay I'll move over to Caleb here. what brief, did you have your instructor your
instructors What do you use when instructing your light twin as far as when I close throttle and
go straight ahead versus attempting to secure… and continue the flight after takeoffs I mean no runway is remaining.
I've been doing four hundred AGL but considering switching it to gear up.
we're going as I instruct in the Midwest not much terrain or high obstacles.
And Caleb's EmiI ride is on Thursday Well good luck for that Caleb.
I like four hundred AGL. that's what I use in kind
of light underpowered twins where the single engine climb rate is questionable.
So that's kind of my cutoff of. I'm flying a big… Kingier you know or
of course the kingier, a big baron.
So let's say I'm flying a fifty eight t c baron.
A lot of excess horsepower I'm light on fuel.
I'm gonna use a gear up So if the gear's up I'm gonna be able to
continue to climb out single engine safely No problem.
If I'm flying a Technimum the p two thousand six t and I've got two
people in it in full fuel, My single engine climb gradient is questionable.
Right? And so at that point I'm gonna use four hundred feet I'm if even if I have the gear
down and I'm less than four hundred feet, I am more
… caged to just land straight ahead.
now…this is where we get
into a little bit of a debate I guess.
Is a good way to think about it Really what I'm doing is I'm building myself the permission
structure saying that it's okay for me to do a forced landing below four hundred feet even if I have a good engine.
That's okay and that could be an outcome.
Of course I'm gonna do the everything full for maintain your craft control.
I'm gonna do all that And if I'm able to maintain altitude or continue a climb then of course
I'm not gonna just do a forced landing straight ahead or twenty degrees left to right I'm gonna continue the climb.
But really what I'm doing is I'm kinda prepping myself for the potential of having to do a
forced landing even though I've got a good operating engine.
So Caleb said he's in a seminal And so yeah a seminal if you've got two people
…in quite a bit of fuel.
And yeah if it's a warmer tent then that four hundred feet I think is is reasonable.
If you do four hundred feet or, you do… if you
do four hundred feet or gear up either one that's just a good discussion point to have with your
DPE as long as you can defend your position So if you say four hundred feet in your briefing, I
don't think the DPE I don't know of any examiners that I gotta say nope You fail That's that's
unacceptable…you they might bring it up in the debrief of hey why did you choose four
hundred feet And of course my… My thought process on the four hundred foot rule… is
…that…anything below four hundred feet, it's gonna take me around thirty seconds to
kinda analyze everything and get it feathered and start a climb And in that time I'm gonna be
descending So you're gonna do a drag demo Right So in that drag
demo just take note of figuring for thirty seconds.
How much altitude do you lose in thirty seconds once you go everything's clean and one milling prop.
Well you're descending with a one milling prop everything clean down low, or when you do the
drag demo you're probably descending around four hundred feet a minute.
So in thirty seconds you're gonna lose give or take two hundred feet of altitude.
While maintaining your speed and analyzing things. So if you're at four hundred feet that puts you at two hundred feet.
So at two hundred feet off the end of the runway there's a lot of obstacles that are two hundred
feet tall Right There's a lot of antenna and…terrain that are out there So that's why I choose
the two hundred feet Because now…if you're doing anything less than four hundred feet now
you're gonna be below two hundred feet So potentially trying to dodge… different you know
obstacles…with an engine inoperative at a low altitude that's a recipe for disaster
So below four hundred feet I'm kinda giving myself permission to just do a forced landing rather
than fight a sick airplane that's underpowered.
So hopefully that that answers your question there A CF double I applicant so he's got a CFI
double check CF double I check card coming up soon.
and he watched the your podcast on PBM
slash rnav slash r and p, and you wanted to make sure that it was clear.
that PBM is the broad umbrella term and that GPS is a method of rnav navigation, and
that r and p verifies and alerts the accuracy of the course aka the containment.
and then also what are the differences between R and P and GPS approach approaches is an LPD
considered an R and P approach… So Okay Yeah.
Good Good questions there Then I did a I probably need
to do a refresh of this video This is a little bit of a acronym.
Word salad nightmare… Especially when you start getting the weeds of it.
So broadly speaking sounds like you're you're correct.
PBM is just performance based navigation.
and so a PBM could be
done with… type of of GPS.
Right? It could also be done with like a DME DME
IRU or a inertial navigation system Those are all performance based.
Navigation anytime you've got Basically two forms of navigation that are constantly comparing
themselves or a piece of navigation that's comparing you to something else to verify that you
are performing like you think you are… Rnav is just area navigation doesn't necessarily
have to be GPS, but that's the most common one here in the states
that we use or is GPS for Rnav.
And then required navigation performance that's RMP, that's the alerting function of…
essentially, of GPS So, yeah if you're… if you're going out
there and and doing a GPS approach… a RMP approach is just going to alert
you if you have any, exceedances over whatever RMP is selected so,
in other words or for example a lot of RMP approaches might be a point
three So a point three RMP that's typically your LPDV
…level as RMP of point three if you're LPDV.
So again here we're getting the word salad LPV is in fact a type of RMP approach,
even though it's not labeled that on the approach plate Right So it's not labeled RMP…AR
you know l p it's just lab labeled l p v minimums That is a type of RMP… ,
but maybe a a little different categorically than a true RMP AR approach So an RMP AR approach
would be something that says RMP AR and let's see if I can pull that up as an example.
So this is what a… a RMP AR approach…is and this is true
RMP So notice it says authorization required at the bottom.
And then the in the category section here it has an RMP of point three.
So we would need to verify that we have RMP point three selected.
And if we go to…another approach…so this is the RMP one
three left RMP X-ray one three left.
Notice we have two different lines of minimum We have an RMP of point one
one and then we have an RMP of point three.
And the RMP of point one one allows us to go to a lower
minimum or a lower altitude than the point three.
And again this one has authorization authorization required… And then if we look at just
a…regular…GPS RNF GPS…the LTV
it doesn't mention anything about RMP.
But if you read in the aim, it talks about LPD being an RMP of point three So in order for
you to get LPDV guidance you have to have at least a RMP of point three in your GPS.
And that's where maybe I get a little out of my wheelhouse I'd have to study up on you know how
…the from the certification standpoint, we have
…a GPS unit that's able to do an LTV approach.
But we also can't you know manipulate the RMP…and and do the RMP AR stuff.
So, I think I've butchered that question a little bit but hopefully…answered some some of
your questions overall it sent them like the stuff you said from the Instagram user They had
the right idea of everything, and that's how it kinda covered it in the website there.
Yeah And if you're Adam is in discord saying that Sometimes an Rnav GPS approach will still
list RMP approach above the notes section in the briefing strip of the plate Now that's right
Adam it will say RMP approach up there As long as it doesn't say authorization required…
And the GPS unit you're using is telling you hey you've got LTV minima, and then you're good to
go That's in fact I've heard that the FA is gonna change their their wording here.
To make it a little less confusing where they're just gonna say hey if it has LTV minima, it's
an RMP approach So we're gonna put a an Rnav RMP on all these approaches.
They're RMP approaches. And we're only gonna put you know the Rnav
GPS on a purchase that don't have LPDV minimum because
technically LTV requires an RMP of point three.
as a DPE do you have any common areas that you see needing improvement or further teaching
for applicants across the board, and he mentioned that he's a new CFI himself
… Man that's a that's a question that comes up a lot
… It's hard to put my finger on like there's the one thing
… typically a lot of
disapprovals are around, your landings and pattern entries.
So I think that's that's one thing that is maybe across the board all the big flight schools I fly for.
They have some issues entering the pattern.
and that and that's caused I think maybe it's a little bit of the FAA's fault for being not
too clear here So I'm gonna pull up the the Ace Guide again.
And…down the Ace Guide includes advisory circular ninety sixty six Charlie which is your
non towered flight operations… and it has,, basically excerpts
This is just from the p hack in the airplane flying handbook of different ways to enter the
pattern… And…so these different ways to enter the pattern
include crossing overhead…and the the so called teardrop entry which actually the teardrop
entry isn't mentioned anywhere in FA guidance
That's something that comes from the FA or comes from foreflight.
The reason we call it teardrop is probably because of of foreflight.
So we've got all these students that are using this teardrop entry.
And I I think they're… maybe misunderstanding…the different options You've got
a you've got two options You can do frost midfield and enter the forty five.
And this is kind of my…my personal preferred option and this is the way it was really taught
prior to twenty… nineteen, twenty twenty.
This was the way it was taught I I don't know anybody that learned to fly back in the two thousands.
The nineties, definitely earlier than that…that this was not how they were taught to enter
the pattern So if you're on the opposite side you would cross midfield at pattern
altitude…and enter the left down one That's pretty standard.
So what everybody's doing now is they're crossing midfield, and then they're doing this… this
turning descent to pattern altitude.
To basically get positioned on the the forty five entry.
And in this picture here it's it's cut off but… essentially what the FA wants you to do is they
want you to fly over the airport five hundred feet above pattern altitude and analyze the
airport, and then keep flying They want you to fly full two miles out.
And then when you're two miles out, you want to descend down to pattern altitude.
Turn around… and come back and enter the pattern at a forty five entry on the downwind,
yielding to any traffic that's already there.
And the way the FAA has described it as the the one on the left
here that that teardrop entry so called teardrop, is the primary.
And then the old way that we used to do it all the time is like the secondary way.
I think this is a hazard.
I've I've seen it cause…I've seen it cause a couple of failures on check rides because people
are doing this entry without really… analyzing the traffic pattern and flow and they wind up
… Going wings up or belly up to an airplane for a long time they lose track of them and we wind
up kinda coming to emerge with them on the downwind.
I've seen that happen twice that's resulted in disprovals.
Whereas…this method of pattern entry I think is a lot more simple a lot less maneuvering.
It gets you on the ground faster, and you're not rushing necessarily you're you're just not
doing a lot of maneuvering around the airport And If I can do less
maneuvering within five miles of the airport I think that's better.
So that for the FAA to come out and say they want us to do more maneuvering… within five miles
of the airport I don't really agree with that Now the time I would agree with this part a here
is if the traffic pattern was really busy And this may be, a good challenge to give you your
new students as a new CFI Let's go find a really busy pattern.
Have your student get outside of the pattern.
And help them practice…that decision making of
seeking sequencing themselves into the pattern Like how are you gonna do that?
but letting them make those decisions is is I think really important I've talked about this
on other shows and this applies to everything not just pattern entry.
But one of the big things you can do as a new CFI is
… force your student to make decisions.
Right Help them become a decision maker because teaching somebody to be a good decision maker is
actually a lot harder than teaching them to be a good pilot.
So make sure as a new CFI that you're not inadvertently making all the decisions for your student.
Because what's gonna happen is your student is you're gonna have those practical skills,,
but they're not gonna know how to put those skills…to
use in the real world, because you've been over there making all the decisions the whole time.
and sometimes letting your student make a decision means letting them make a bad decision
that's gonna lead to a…maybe a undesirable
outcome,, or not a ideal outcome.
But as long as that's safe… then that's good Let them make a decision that would lead
to maybe them exceeding tolerances or…
you know missing a checkpoint or maybe getting slightly lost.
The important thing is you wanna let them fail but have it be within your comfort zone where
you're not letting that lead to a dangerous situation because your job as an instructor is to keep them safe.
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.
But you do wanna let them make decisions that you know, maybe… lead to something that's less
than ideal and gives you good you know something good to debrief about.
as you become…a more experienced instructor your your
comfort zone your ability to let them fail will get bigger and bigger and bigger.
and then you run into the complacency issue of well now you're complacent overconfident…You
let them fail too much and that that leads to an unsafe outcome So keep them safe but but let
them fail and they're gonna learn a lot from those mistakes… I will say that like look the
biggest thing that people misunderstand about that teardrop thing that they're supposed to
descend two pattern altitude before they begin that turn back towards the airport.
and, I just wanted to clarify that.
yep And and that's how it's drawn on there is descend first and then turn but it Yeah.
I wish it wasn't called a teardrop What it is is you're getting yourself on the other side of the airport.
Like that's what it's called You're definitely You're just maneuvering to the other side of the
airport… It's not a… It's not a maneuver.
Right It's a thing that you're doing. you're you're
getting your airplane in an ideal spot.
And…another go ahead What what else were you gonna say there John I had to say that I
actually have taken a big preference towards the or flying the airport at pattern altitude and
just trying to get right into the downwind, especially because my local airport,
is right on the edge of Providence's airspace.
So if we did that teardrop…to runway two three, we would go into Providence's airspace every
time because it's like about Yeah Right on that two mile boundary So we don't really have a
choice We have to do that second method…
And what I find is people don't know it Right Like all through my Yeah.
Primary training and all the way through CFI training I don't think I ever did that pattern
altitude, turn right into the downward method of entering the traffic
pattern and That's a it's a great way of doing it.
Yeah No I I think it is It's it's kind of shocking…at how quickly the flight training
industry shifted away from that Tory it's not even it hasn't been taken out of the book but For
… for all intents and purposes it is taken out of the book because there's you're absolutely
right I've given check rights where…I've asked the applicant.
Does he even know how to do the alternate methods Like no We've known or even practice that So
it's like well that's a failure on the school a little bit because there's there's a method in
there Even though it's the secondary method, there's a method that you're not teaching So,
as an instructor I think we should be teaching both methods…I think you should be using both
methods You know in some cases they're they're both valid.
the other thing I'll say about that is if you're…if you're fifty miles away… and
you know that the winds are favoring the runway and you're gonna to get on the other you're on
the wrong side of the runway, then there's a third option that's just change your route of
flight where you're gonna…be on that side the ideal side anyway But change it fifty miles
out Don't wait until you get over the runway… if you know what what direction people are
landing, then just make sure you're on that side of the runway to begin with when you arrive.
The only time that this… that wouldn't work is if you're going to an airport that doesn't have weather reporting.
So you have no idea what the winds are Yeah Then…fly
over above pattern altitude so you can look down at the windsock.
And and see what the ones are doing You might have to do that So to me that's the valid reason
to use that But if if I'm going to a place that has weather reporting or there's people in the
traffic pattern that I can see, their traffic on foreflight And I go hey they're using runway
seven Okay Well we're gonna we're gonna make our position you're gonna shift you know five
degrees right twenty miles out to make sure that we're on the runway seven ideal side We're
we're not gonna have to deal with that whole… you know
crossing midfield or entering you know doing the teardrop.
We fixed it a lot longer out… on that note somebody asked
here on Discord what's my opinion on five hundred versus a thousand of a pattern altitude when
crossing midfield…at a busier uncontrolled field,, specifically when doing the teardrop.
I would say if it's busier and you've never been there a thousand would be a good idea because…
of fifteen hundred feet or five hundred feet above standard traffic pattern altitude which is
fifteen hundred feet above the ground That's the standard turbine…pattern altitude.
So I would say a thousand is safer because that puts you
outside of the the turbine,, pattern.
And you're still low enough You're at two thousand feet above the ground You're still low enough
at two thousand feet above the ground to analyze…the…
the actual ground and speed were the winds favoring.
But this…that isn't a issue in your example because you're saying that's a busier airport Sure
you're assuming there's already people in the pattern So you're not really analyzing the wind sock at that point.
but if I have to cross over the runway I would rather cross over a thousand above patterns
than five hundred because five hundred would put me in the the turbine.
Pattern altitude. So Victoria had a question in Discord.
she has a training slash teaching, job in the corporate world for twenty plus years and
their partner is a teacher… What is in the instructor FOIs that is a bit
odd, when it comes to the teaching methods, she knows from her experience and her partner's experience.
the knowledge…they have is more up to date and it's actually currently used in schools.
she wants to know if it's okay to use that knowledge, in a integrate accordingly with the
FOIs in the handbook, or if that will work against her… I think you could integrate that
I definitely… use
things that are outside the FOIs to teach.
there's there's no you know FA rule or anything in the
ACS that says that's the only thing you can use.
And I would bet that even some of the newer…methodologies or,
whatever you wanna call them, whatever methodologies you're using that are more up to date
than the FOIs are probably still related enough to those FOIs…that take, you know
, as long as they're getting the point across that's fine So now if you're… DPE
asks you…what you know, how are you using theFO or what FOIs are you using What's your source
And you take out this handbook from your State Department of Education… As long as you're not
using that as your only source I would say you're still good But if that's your only source then
yeah that might, that might present a problem where okay Well, you know this is a FA check
Right I appreciate that that's a more up to date thing but So basically know the aviation
instructor handbook from the FAA, and then be able to, you know clearly explain how you're
integrating these other methodologies to supplement what the FOIs…are are discussing.
I think that's totally fine I would be really interested to hear that personally as a DPE I'd
be like yeah, I'd love to talk to other teachers,
outside of profession I think that's how we grow That's how we make things better.
So, yeah I think… using the the combination of those would be totally
fine Antonio on YouTube asks if part or part twenty three still applies to
older planes certified under car part three when it comes to airworthiness.
as far as I know it does not No.
the plane is held to the standard that it was certified underneath.
So if you're flying a plane that was certified under CAR three… certified under CAR three you
can't take and retroactively apply part twenty three to that aircraft.
there may be some caveats to that… that I don't know about Right I I don't know everything.
But for the for the most part that's my understanding of the rules.
That's why you can see some, you know antique aircraft…That definitely would never be certified today.
You know they, they wouldn't have enough to be certified as an airplane today but they're
still…airworthy because they were certified under a older…cr three Now I share
your frustration if, you know finding those…older
…defunct rules of what your airplane was certified under can be challenging.
So that can be kind of a homework project to even find okay what what were the rules…when my
airplane was certified… but yeah we we don't have to retroactively apply twenty three to
that I think that the TCDS will say what regulations it apply to the specific airplane.
Yeah So that that would probably be the place to look because I think some planes have a little bit of a mix.
Yeah I'm glad you brought that up It it can be Yeah The TCDS… does have a section in there that
spells out You know here's the… the… certification
criteria of the aircraft… for this make and model because
that was definitely the case for planes that had been produced for a long time.
You know in the one seventy two Beach Craft bonanza those are two.
And and the the Piper… PA twenty eight those are kinda three models that come to mind that
are pretty ubiquitous…that have been produced under several different… regulation
types So, obviously a a new one seventy two you buy today is gonna be a lot different than a
straight tail one seventy two, built in you know nineteen fifty seven.
Sean on YouTube asks about because they own an experimental aircraft that they built and
fly regularly and it has garmin glass slash was capability.
he wants to know if you could take an instrument checkride in it… So
experimental aircraft… It has GPS.
Can you take a check right in it… yes.
So… the there's been a recent change that actually helps.
And there was a RV I ran into this with an RV six There was a guy that had an RV six It had
really nice…Garmon avionics in it but it had no VOR.
Well the old instrument rules required you to fly a VOR approach Like you you just you couldn't
get around it One of your approaches had to be a VOR.
The new ACS that came out last year… actually did away with that so you can do three Rnav
approaches…under the new airman certification standards… as far as the experimental
aircraft that's allowed, as long as the examiner is okay with it So the examiner…gets the
the final say if they're comfortable doing it in that experimental aircraft… So, yeah I
don't see any problem why you you couldn't do that as long as you can find an examiner that's
okay flying an experimental aircraft, not not all examiners are.
So, they may have that as a policy.
I treat experimental aircraft as any other aircraft I I don't have a blanket statement of no I
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
comfortable with this air worthiness then yeah I'm not gonna fly on it but most of those,
you know, amateur build aircraft are actually really nice So… Yeah There's I don't see any
reason why you couldn't take your instrument check right now I don't see any hands raised in
the discord here I really appreciate the the live
audience that joined in Hopefully you are liking the the live stream.
We are recording these and we'll go and release them as podcast format later.
but I I like the live sessions here So if if y'all like that let me know.
In the interim we're doing these every Tuesday night So in in the next week if you have any
questions that come up pass them along on Discord you can email me at seth lake at v s l dot
arrow but a a great way is to get on here and Discord And if you ask your question on Discord
we'll answer it You know we won't wait for the the live show.
If it's a good question I'll usually bring it up during the show too because that I think
that gives it maybe a little bit more reach But think about joining that discord channel,
and we'll open see you all next week when we do our live podcast next Tuesday So thank you
so much for joining us We'll see you next time
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