Kicking Off the New Weekly Format

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You are listening to you the VSL Aviation Podcast I'm your host Seth Lake Thanks for listening.

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And if you're joining us on YouTube thanks for watching. This also has a live recording going

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in our discord channel You can find links to that on v s l dot arrow That's our website.

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So if you wanna join on the next podcast live you can listen

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to me and bumble through this podcast show unedited.

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so maybe it'll be fun Maybe not If we do have somebody jump on the Discord channel, I'll also

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pipe them through into the podcast and we can take some live questions And maybe that'll become more popular as this show goes on.

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If you've listened to this show for a while you know that I typically don't release many

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podcasts I think I only have around twenty five that I've ever released and they're typically

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longer format and they deep dive into the airman certification standards for, you know becoming

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a commercial pilot or instrument pilot or private pilot whatever.

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what I wanna do in order to try to get more content out and answer more questions and try to

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educate more is to get a weekly show going out where I answer some of the questions that come up

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from week to week because I do get a lot of questions either through email or I see them on

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Facebook,
see them on Reddit sometimes so we're gonna cover some of those questions.

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And then hopefully generate a little bit more interactivity where you can send your questions in

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, and I can answer it on kind of this weekly format podcast Now don't worry I'm still planning

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on continuing the series on the airman certification standards That's not stopping.

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But that type of show requires a little bit more production, a little bit more time and I don't

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always have the time because I've got a lot going on.

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So hopefully you enjoy this and I'd love to hear from you You

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can reach out to me at seth lake at v s l dot arrow.

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That's my email address You can go on the website v s l dot arrow find links to the discord

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channel Join the discord channel and you can ask questions through Discord.

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and I can maybe get back to you on that Anyway, Without further ado let's get started.

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So I've got a few questions picked out. two of these are emails I'm just gonna read through the

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email real quick and then talk about my response.

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and hopefully y'all find this type of stuff So I'm just gonna read through the emails and then

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kind of discuss the answer to that question because I'm sure if one person

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has this question there are other people that have this question.

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Alright The first one is from Nomen. Nomen says Hey Good morning sir My name is Nomen and I

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wanted to take a moment to thank you for the invaluable support you've

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provided through your ACS Guide and YouTube videos.

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Thanks to your resources I successfully passed my private pilot instrument and commercial pilot

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track rates Hey congrats That's a huge accomplishment.

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and it's great to hear that you found some of my content helpful.

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Anyway your work has been incredibly helpful to me as a student and I appreciate all that you do

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for aspiring aviators So those are some very kind words Norman I really appreciate it.

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now he goes on to write I am writing to ask for your advice as I

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prepare for my upcoming multi engine check ride on December thirteenth.

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Could you please share some recommendations on how best to prepare for the check ride and

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associated ground school Any tips or resources you would suggest…
would be greatly appreciated

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as I work to ensure I'm fully prepared wishing you and your family a happy Thanksgiving.

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Or McGard Norman Well thank you so much that was very kind email.

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we did have a good Thanksgiving I had Thanksgiving off actually So I started four day trip with

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Southwest that I'm on right now, the day after Thanksgiving So it's the Sunday after

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Thanksgiving…first of December…
and we

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we had a great Thanksgiving So hopefully you did as well So I like this type of question.

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So first of all it shows that hey you're you're not just going into it blind

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You're you wanna go into it as well prepared as possible.

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Now I've done a couple of YouTube videos on the multi engine commercial add on, and I'll start

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by saying that you know most of the time when we do a multi engine checkride it's at the commercial level.

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Because we wanna do the the add on certificate rather than do it initial because if we do a

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commercial multi initial, it requires a lot more hours If we do a add on there's no minimum

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hour requirement you can do it in two hours No Most people don't do it in two hours Most people

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do it around seven to ten hour time frame
…
Now if you're doing the add on you're

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typically gonna do that as a at the commercial level because if you do the add on as a private,

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and then later on you get commercial and you want commercial privileges you're gonna have to do

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an additional check ride at the commercial that's just a little bit

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about you know why we do a commercial multi add on typically That's why.

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And I cover that more in those videos, which I I've got links to here.

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So anyway I yeah I said hey thank you for your kind words taking the time to share your success

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story Congratulations on past seen
…
Anyway the first thing that I suggest that Norman do is

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look at page eight dash fourteen That's a Pendix a dash fourteen of the commercial ACS.

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And in there you're gonna see the additional task table for multi engine rating And and so you

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already hold a single engine land commercial certificate So you're just adding on a airplane multi engine land.

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So this additional task table takes you through all the areas of operation and the specific tasks that you have to do.

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So in area of operation one we only have to do tasks f and g.

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And two we do a b c d f and then it goes on There's a

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lot of the the areas of operation that we don't have to do anything out of.

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And there's a couple like area of operation five We only do task a out of that one.

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so that's a good place to start to figure out okay when I take the check ride, what do I have

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to show proficiency in for the check ride Now that's different than I'm I'm not saying that's

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all you wanna be proficient in Right You wanna be proficient in flying the airplane You wanna

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have or be able to show mastery of the aircraft and the multi engine aircraft that you're flying.

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But you also…
don't need to necessarily waste time doing some of the stuff that's gonna be the

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same in a multi as it is in a single And stuff like that's like your navigation tasks Navigating

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in a multi engineer craft is really no different than navigating in a single engine aircraft.

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of course the fuel burn's gonna be different The performance might be different but there's

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really no need for you to practice extra like doing cross countries in a twin because it's

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basically the same as doing cross countries in a single.

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the main thing that is gonna be different is learning how to fly the multi engineer craft with

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one engine inoperative So that's the critical thing It's because now with that asymmetric thrust

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in there control ability becomes a big issue in dealing with that controllability, in a safe

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manner avoiding a stall spin accident in a twin is really really important So that's where your

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training is gonna focus in on So that's a great place to start as the additional task table.

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Out of the commercial ACS…
then I went on to give him some different resources chapter thirteen

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of the airplane flying handbook has transitioning to multi engine operations.

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So that's a great FAA source document of how to fly multi engine aircraft.

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And then also the FAA safety team has a a

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course on the the fast team website.

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and that's the multi engine online course…That is if you wanted to pull this up it's ALC

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thirty So you can go to f a safety dot gov, and you can find the multi engine safety review

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course So that's another it's a free course you can go through.

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And and take that.
The third link that I gave him

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was for the FAA's flying light twins safely.

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So this is a document It's if you just search FAA flying

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light twins safely, in Google and that'll be the first result.

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But the pamphlet number is eight seven four zero dash six six So that's f a a p

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eight seven four zero dash six six Flying light turns safely.

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this is also included in the Ace Guide which is a a guide that I sell on the website.

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And it's it's hyperlinked in there as well,
as the commercial ACS and all the multi engine

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review stuff So if you don't have the Ace Guide that's a way to get all of these resources you know it's right there.

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but for the
…
the recommended reading materials that are out there those are kind of the three

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that I that I show everybody It's chapter thirteen of the airplane flying handbook flying light

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twin safely, and the multi engine, operations course that's there online for free.

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second I've done two videos on this And they're my longer format kind of

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typical, podcast slash, you know video show on YouTube.

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And that's the multi engine basics part one and part two.

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And I can put links in those in the show here but you can find those on the YouTube channel.

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Just search you know Seth Lake multi engine part one and part two and you'll see those track rides there.

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what I've talked about is basically you know I've kind of given the the big objective here of

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multi engine training is all about flying the aircraft safely when you have malfunctions and

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with a twin there's opportunity for more malfunctions first of all you've got two engines

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instead of one So you've got the asymmetric problem of a power if you lose one engine.

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Second is you have more systems typically so I'm willing to bet that the the listener here

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…
got most of his ratings in a single engine non complex non high performance airplane That's

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what most people do Right You go to a flight school and you fly one seventy two or you fly an archer.

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And it's probably not complex It's not high performance It might be a TAA aircraft, but often

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that's, like you know fifty fifty I guess.

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And then you go to the multi and that's the first time you've flown complex and that's the first

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time you might have flown anything with over three hundred horsepower total Now Seminole for

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instance is around three hundred horsepower but it doesn't count as

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high performance because that's looking at the individual engines.

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So there's not a lot of high performance twin trainers
…
But I think for you know realistic

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purposes you know we can assume that hey if the plane has over three hundred horsepower it's

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gonna be there's other challenges involved there Right This is your first kind of faster

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airplane that you've flown So there's gonna there's gonna be a learning curve there for sure.

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To get used to So having the attitude that Norman has here of wanting to be as prepared as

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possible when you go into that training I think it's really good.

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And hopefully, he reaches back out when he's done December thirteenth That's only a couple weeks away.

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And these multi engine courses are typically pretty fast You can get a multi engine course done

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in you know three or four days pretty easily if you've got the examiner lined up and everything.

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So hopefully we get to hear from him in a couple of weeks and see how everything went.

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Alright Next, I've got a question from David.

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David says hi Seth and team wanted to write and inquire about MEI legality question.

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That is coming up And the answers I get seem to be circular.

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I thoroughly enjoy all your podcast and gain so much knowledge from utilizing you as a resource

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The VSL guide is the best seventy dollars I've ever spent in aviation I appreciate the kind words there David.

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Alright His question is, It pertains to the regulations for instructing

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a multi engine plane sixty one one ninety five f states.

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Flight instructor has at least five hours of piloting command time and specific make and model

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of multi engine airplane helicopter empowered lift as appropriate.

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My question is as far as make and model go is the make and

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model any aircraft covered under the TCDS of that aircraft.

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For example the PA twenty threes at our school has a PA twenty three in a and two PA twenty

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three dash two thirty fives If I've received my ME and MEI training in PA twenty three one sixty

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am I legal to instruct an any PA twenty three or must I have five hours of

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PIC…
and every variation of the plane.

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Obviously I understand any answer you give is just a friendly advice not FAA legal interpretation.

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I just know I can probably get a good understanding from you much faster than the

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FAA responding to a request for inter notation.

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Well David you are right there I was able to get back to David pretty quickly on my thoughts on that.

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I I'm not aware of any legal interpretations that discuss this specifically.

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So I kinda went back to what my opinions are on this And the way that I…
kind of interpret

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this is that the TCDS kind of the first part of that make and

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model question The PA twenty three is the make and model.

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The underlying variant so the PA twenty three dash two thirty five or a PA twenty three dash

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…three hundred If there is one I I forget I think that's the as tag The PA twenty three is the

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as tag…So the Aztec started with the Apache, and then they had the Aztec which is

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…basically the same fuselage different looking nose and then bigger engines.

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And then some of the systems in it changed as well.

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But for the most part it's it's the same airplane Right The controls are in the same place.

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Handing handling characteristics are similar Although, you know operating the the handling

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characteristics of the Aztec with larger engines is gonna be more difficult than a PA twenty

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three one fifty, which has a hundred and fifty horsepower engines

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versus the three three hundred horsepower engines.

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so…I've always looked at those as a variant.

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So not a category in class, specific or a make and

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model specific but just a variant of a make and model.

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and I kinda look at it the same way we do the the planes that we fly here at Southwest So we fly

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all seven thirty seven But we fly different variants of the seven thirty seven We have three We

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have the the seven thirty seven seven hundred, the eight hundred, and the max eight Those are

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the three that we have We're fixing to have four Hopefully once we get the max seven, So we're

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gonna have four variants of the seven thirty seven that we fly here.

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And there's no limitations on my certificate about, you know maintaining a certain

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amount of hours or landings in each one of those variants they're all

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basically treated as the same because they're the same type.

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So they're covered all under that same type certificate.

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So in my opinion the PA twenty three, the type certificate data sheet you know that's not the

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doesn't take a type certificate to fly an Aztec That's not what I'm saying

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, but they're all listed under there in that same document.

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Beachcraft has the same instance happened with the BeachCraft Travel Air and Baron series So the

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Travel Air…
is a be ninety five.

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And then all of the barons that were variants of the travel air came out later and they're all be ninety five.

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And then they, the be ninety five fifty eight for instance is
…
So the baron has

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kind of a similar, I guess problem, but I've got it pulled up right here If you're with us on

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YouTube you can see the TCDS but the type certificate data sheet number for the baron is three

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alpha one six And I'll pull up the one for the Aztec as well.

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But you can see that the be ninety five a was

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the the kind of the original travel error that came out.

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And then included on here the the straight ninety five you got the d fifty five the the ninety

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five dash B fifty five a and then the G fifty eight So the G fifty eight is the baron that they

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currently produce Now textron doesn't make a lot of barons I think they only made like one last year.

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But I think it's interesting that…in nineteen fifty eight they

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started building the travel air which is the original ninety five model.

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They went on to do the the B ninety five the B ninety five a and then you know eventually

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they've made all the barons minus the pressurized baron and the turbo

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truck baron are all on the same type certificate.

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So this is maybe a slightly different…
argument here because you could argue that although

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they're on the same type certificate datasheet they have different, model names.

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So this makes it even more confusing because the g

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fifty eight doesn't have the moniker of ninety five in it at all.

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But if you look at some of the early barons they were a ninety five model barons dash b fifty

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five So that you could argue is just a variant of the travel error
…
this answers a little quest

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you know…
This answer is a little tricky for me to give because I don't wanna go out and just

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be too liberal with it and get anybody into any trouble.

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I also am hesitant to ask for a legal interpretation on this.

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Because, I'm afraid if the FAA errors too far on the conservative side it can make everyone's

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lives a lot easier or a lot lot more difficult that is
…
Now I got back to David with my

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answer and kind of my thought process on it And he said he was having basically the same conversation.

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And he said that he was definitely gonna be asking for a legal interpretation from the FAA.

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He said that he did call the Fizzdo and they told him that it's under one TCDS then you're good

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to go but that was a verbal phone call And I definitely, would love it in writing format so

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that others could use it in its more concrete answer.

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That's interesting that his the the Fizzo said hey if it's under the same TCDS then he's good to go.

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so let's pull up the actual TCDS and see what it has to say.

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So I've got the TCDS is one alpha one zero.

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So you can see here on the TCDS we have, we have one two three four five six

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variants of the Aztec are on the same TCDS.

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Now looking at the TCDS or the the variant names they all start with PA dash twenty three

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minus the last one which is a PA dash e twenty three So that's kinda interesting.

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So we we've got all these different aircraft on the same TCDS…
and they are a little different

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Right A a PA twenty three, you know straight twenty three is actually called an Apache.

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So we can find it right here. This is your first model PA

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twenty three approved in nineteen fifty four So that's the Apache.

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it only had, two zero three twenties in it So it wasn't even I think it was a hundred and fifty

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horsepower, per side So who was a very…low powered or you know minimal

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powered twin engineer craft Interestingly enough the

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Apache was the first purpose built twin that I'm aware of.

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Most of the other twins…
In fact the all all the

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twins that I know of are all kind of variants of a single engineer craft.

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So for example the the beach craft baron which we'll look at here in a second is just a variant

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of the beach craft bonanza Now to make things more confusing there is a twin bonanza which is

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totally different than the bonanza, the single engine bonanza and it's totally different than the baron.

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But anyway the the baron is just or the traveler more

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specifically is a variant of the Benanza airframe.

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The seminal is just a variant of the

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00:19:11,991 --> 00:19:19,291
kind

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of the seminal

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is just a variant of the Cherokee and Archer fleet Right?

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and the Seneca is just a variant of the Cherokee six It's

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00:19:31,651 --> 00:19:35,751
basically the Cherokee Sixty slots and you put two engines on it instead of one.

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So all of the most common twins are just variants of a single engineer craft except the Piper

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Apache which was the first purpose built twin.

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00:19:46,666 --> 00:19:51,626
at any rate looking at this TCDS I would say yeah we can make the argument that since they all

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start with PA twenty three and they're all listed under the same TCDS then I would be okay with

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this But now let's look at the Baron TCDS We have kind of a similar problem here.

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We have a lot more aircraft…
on this TCDS and if you wanted to look this up it's three alpha

250
00:20:07,901 --> 00:20:13,146
one six as the type certificate datasheet for the Beach Craft Baron fleet.

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And all of the barons and travel errors minus two are listed on this TCDS.

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so we have…let's see That's six We have over a a dozen Probably fifteen different

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aircraft that are listed on this TCDS.

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And you can immediately see it's different than what the Aztec is because they have different,

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model names So we have a b ninety five a We have a g

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00:20:39,141 --> 00:20:42,961
fifty eight We have a ninety five dash c fifty five.

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We have a d fifty five and it fifty six t c a fifty eight to fifty eight a We have a lot of different names on here.

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So if I was looking at this TCDS I would say yeah you need five

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00:20:53,891 --> 00:20:58,111
hours…in each of these that have a different name.

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00:20:58,111 --> 00:21:03,111
so the d fifty five and the d fifty five a they're basically the same They're just variants of

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the same aircraft But if you have d fifty five versus d fifty five a time, that would still

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count for the e fifty five or e fifty five a That's the fifty five series.

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Right? But then it gets more complicated because we have the ninety five which is the original

264
00:21:19,648 --> 00:21:24,601
travel error And then we have a ninety five dash fifty five Well that's a baron.

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So in that case I'm gonna on the conservative side and say since one is named the travelaire…

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and one is named the Baron, those are two different, models So I'm gonna need five hours in a

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travel air and then I'm also gonna need five hours in a baron.

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Now moving from a baron fifty five to a a baron c fifty five, I

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wouldn't say that I need five hours to fly the C fifty five because I've already flown a fifty five model baron.

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Now moving from a fifty five model baron to a fifty eight well that's a new…model Right It

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doesn't have the fifty five anywhere in the name It does exist on the same TCDS but I would

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still wanna on the side of caution here and say well I need fifty eight time I need five hours

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in the fifty eight But if I have five hours in the fifty eight then moving to the g fifty eight

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, Again that's just a fifty eight model so I only need five hours.

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So that's kind of how I would address this I wouldn't say just using the common sense, method

276
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here i wouldn't say that I need five hours in each specific variant.

277
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but kind of the main model and that's the travel error or the

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baron And then there's a fifty five baron and there's a fifty eight baron.

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I would you know you could probably make an argument that there's baron time If you've got five

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hours in a baron then you can fly off instructed a fifty five baron and you can instruct in a fifty eight bearing.

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the reason I break those down a little bit is there is a significant difference between a fifty

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five model bearing and a fifty eight bearing, both in systems and kind of the cockpit layout

283
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and where the passengers are and…
the size of the engines as well.

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So that's that's kind of my answer for that It's not a great answer i can't say that I'm just

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excited that, I've I've boiled it down to the to the exact solution here.

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So I think maybe an answer from the FAA via a legal interpretation might be good I I did caution

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David though I'm not…a huge fan…all the time of a legal interpretation because

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legal interpretations tend to have the the trend of kinda getting away from us So we we've got a

289
00:23:34,801 --> 00:23:41,536
very specific niche question that we have, and it goes through the wickets to get the

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00:23:41,536 --> 00:23:46,376
legal interpretation out And what winds up happening is we get this very broad legal

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00:23:46,376 --> 00:23:49,511
interpretation…that has second and third order effects that we

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didn't anticipate and it makes everyone's lives a lot harder.

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So I actually suggested if if David can get a solution in writing from his Fizzo saying hey this

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is this is what we're comfortable with, or reach out to also AOPA because AOPA might have some

295
00:24:04,861 --> 00:24:10,511
solutions on this as well, of historical data and they can say Hey here's an email we got in

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00:24:10,511 --> 00:24:14,033
writing that,
this is the FA stance on this.

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What I would recommend to all your instructors out there if you're flying a new model and has

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00:24:19,253 --> 00:24:23,743
just a different name So you're flying a baron versus a travel area I would get five hours in a

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00:24:23,743 --> 00:24:28,723
baron and and not count that towards the travel error and you also need five hours in the travel

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00:24:28,723 --> 00:24:33,873
error Just because they're on the same type certificate datasheet that doesn't pass the smell test for me.

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So hopefully, that's clear as mud for everyone. and that's that question there.

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Okay Next I'm gonna get to a little article that I wrote on Reddit I did this about six days ago.

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and the title of the article is the reality of being a DPE challenges misconceptions, and solutions.

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So I've written a couple of different articles, and I call them articles but they're just

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longer form posts And I like to post those on Reddit because, Reddit is like Google searchable

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and I think it has maybe a broader audience than Facebook does.

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and, you know I kind of I don't know I just like the format for some reason.

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So…
the gist of this post is trying to explain why there's so many

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challenges in scheduling a check ride right now And and specifically, there's challenges for

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00:25:25,306 --> 00:25:29,436
that because it's challenging to be a designated pilot examiner.

311
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I know a lot of people think that the DPE system is just totally broken

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, and I would argue that the data doesn't really support that.

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And the reason I say that is because in twenty twenty three we've got the airman statistics

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00:25:41,606 --> 00:25:48,576
report that came out earlier this this year
…
And it essentially…
and it essentially tells us

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that we conducted you know more check rides in twenty twenty three

316
00:25:53,376 --> 00:25:58,246
than at any other point in history as far back as I could see.

317
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we did a tremendous number of check ride last of check rides last year

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…
So saying that we have a broken system I don't think is really accurate I don't think the

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system is broken I just think we have it kind of a traffic jam in the current system.

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And the analogy that I used is you know if you're driving along and you hit you know,

321
00:26:20,181 --> 00:26:25,711
standstill traffic on the interstate, you don't throw your hands in the air and say, I can't

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00:26:25,711 --> 00:26:30,441
believe the interstate system is fundamentally broken and it just it doesn't work at all We need

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to tear all the interstates down and rebuild them from the ground up.

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I don't think most rational people would think of a traffic jam that way They would think of it

325
00:26:39,191 --> 00:26:45,321
as Oh man there was an externality that happened to car accident construction whatever.

326
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And we've got a momentary breakdown of the system where it's not working as intended.

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But for the most part the the core system does work we just have, an external problem that's

328
00:26:56,486 --> 00:27:00,726
affecting the system right now And this is a temporary problem.

329
00:27:00,726 --> 00:27:06,136
So I think the same thing is is true for the DPE system The the designated or the designee

330
00:27:06,136 --> 00:27:12,671
system the FAA used for around sixty years…
and it's worked I think pretty successfully.

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But the problem is we have a record number of people going through training.

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And so to prove that I kind of went into the data…and talked about some of the average tests

333
00:27:24,091 --> 00:27:31,083
…So, let's just look at some of these numbers So, break down the numbers like this
…

334
00:27:31,083 --> 00:27:36,183
The FAA's twenty twenty three airman statistics show that examiners conducted a one thousand

335
00:27:36,183 --> 00:27:42,353
hundred and forty eight thousand five hundred and seven tests last year
…
The FAA's twenty

336
00:27:42,353 --> 00:27:46,803
twenty three airman statistics show that examiners conducted about hundred and forty eight

337
00:27:46,803 --> 00:27:53,803
thousand five hundred and seven tests last year excluding ATP tests conducted by part one forty two facilities.

338
00:27:53,803 --> 00:28:00,163
So I'll pause right there. what that means is…
let's say you you're at an airline like

339
00:28:00,163 --> 00:28:07,103
SkyWest Well SkyWest can give you your a ATP your original issuance ATP certificate…associated

340
00:28:07,103 --> 00:28:13,118
with your type rating in one of their planes for their…part one twenty one and that's during

341
00:28:13,118 --> 00:28:18,118
part one forty two facility That does use a designee but typically the designee, the check

342
00:28:18,118 --> 00:28:24,108
airman that gives you that check ride Although they are technically a designee…they are also

343
00:28:24,108 --> 00:28:27,698
not part of the designees that give check rides to

344
00:28:27,698 --> 00:28:31,288
you know just private pilots and such.

345
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So I didn't wanna include those tests in there So it's a hundred and forty eight thousand number

346
00:28:36,508 --> 00:28:42,798
That is purely, you know private commercial instrument, multi you know your regular DPEs

347
00:28:42,798 --> 00:28:47,368
…
so we have about twelve hundred active examiners in the US.

348
00:28:47,368 --> 00:28:51,838
And then I also point out that that's part of the struggle right here is it's hard to say how

349
00:28:51,838 --> 00:28:57,138
many examiners we actually have in the US because the DMS system doesn't track it very well

350
00:28:57,138 --> 00:29:02,556
honestly so I really don't know how many we have but I think it's around twelve hundred.

351
00:29:02,556 --> 00:29:06,086
So based on my observations and experiences the breakdown looks something like this About

352
00:29:06,086 --> 00:29:11,326
sixteen percent of examiners, so that's about a hundred and ninety two people are full time and

353
00:29:11,326 --> 00:29:17,251
conduct around three hundred tests per year contributing to fifty seven thousand six hundred tests annually.

354
00:29:17,251 --> 00:29:21,761
The remaining eighty four percent around one thousand and eight individuals are part time

355
00:29:21,761 --> 00:29:28,283
conducting about ninety tests per year contributing to ninety thousand seven hundred and twenty tests annually.

356
00:29:28,283 --> 00:29:31,663
This lens closely with the twenty twenty three totals of a hundred and forty eight thousand

357
00:29:31,663 --> 00:29:37,163
three hundred and twenty tests So the all those statistics are basically saying that, of the

358
00:29:37,163 --> 00:29:42,508
hundred and forty eight thousand tests that were given…about
…
Of the hundred and forty eight

359
00:29:42,508 --> 00:29:47,808
thousand tests given, ninety thousand of them were done by kind of part time examiners and

360
00:29:47,808 --> 00:29:54,433
fifty thou or fifty seven thousand of them were conducted by full time examiners…
And…here's

361
00:29:54,433 --> 00:29:58,963
the problem is there's been a seventy two percent increase in testing demand since twenty

362
00:29:58,963 --> 00:30:05,303
fourteen So since two thousand fourteen to two thousand and twenty three and and on into twenty

363
00:30:05,303 --> 00:30:10,648
four there's been about a seventy percent increase in demand.

364
00:30:10,648 --> 00:30:15,288
But the FAA hasn't hired seventy percent more examiners.

365
00:30:15,288 --> 00:30:20,288
in fact I don't think they've hired really any more maybe a hundred more than we had back in

366
00:30:20,288 --> 00:30:26,933
twenty fourteen…
I I really don't know I don't I don't know the statistics so I probably shouldn't say that.

367
00:30:26,933 --> 00:30:31,743
But just based on my anecdotal knowledge of like my local thisto and the number of examiners I

368
00:30:31,743 --> 00:30:38,708
don't think there's been a a big increase of examiners at all…
But there has been an incredible

369
00:30:38,708 --> 00:30:43,458
increase in flight training So I think what essentially is happening is we're looking at this

370
00:30:43,458 --> 00:30:50,338
log jam that's created by…
this perceived, notion that there's a shortage of

371
00:30:50,338 --> 00:30:54,208
pilots and everybody is running out to get their ratings so they can enter

372
00:30:54,208 --> 00:30:58,328
this lucrative career field and become an airline pilot.

373
00:30:58,328 --> 00:31:04,683
And to make matters worse, over the past couple of years we've seen people go from getting you

374
00:31:04,683 --> 00:31:09,533
know starting flight training to being at a major airline within a four year time span I mean

375
00:31:09,533 --> 00:31:14,908
just incredible That that has never happened in the industry before.

376
00:31:14,908 --> 00:31:21,513
And I I'm not…
disparaging those people at all those people earned what

377
00:31:21,513 --> 00:31:27,123
they what they did Right They worked really hard and they were able to be at the right place and the right time.

378
00:31:27,123 --> 00:31:32,283
But that's that's the main thing is they were at the right place the right time in the industry

379
00:31:32,283 --> 00:31:36,903
And I don't think that will ever happen again honestly I don't think we'll see people go from

380
00:31:36,903 --> 00:31:43,378
finishing their flight training, as a student or or time building as a CFI…
Do a touch and go

381
00:31:43,378 --> 00:31:48,888
for six months at a regional and then wind up at Delta I just don't think that's gonna happen anymore.

382
00:31:48,888 --> 00:31:55,653
But the fact that it did happen for about a year and a half or two years, that attracted a lot of people.

383
00:31:55,653 --> 00:32:01,163
And a lot of people started flight training A lot of people took out loans to do this flight training.

384
00:32:01,163 --> 00:32:04,788
And we've…created a lot of new pilots.

385
00:32:04,788 --> 00:32:09,958
So looking at the the number of pilots here I did a little bit of analysis on airline pilot

386
00:32:09,958 --> 00:32:13,528
central So look airline pilot central is there's this website.

387
00:32:13,528 --> 00:32:17,348
I'm not real sure where they get their numbers seem to be pretty accurate I compare it with the

388
00:32:17,348 --> 00:32:23,213
numbers that I have that I can see here at Southwest and the numbers they have posted there and it it's pretty accurate.

389
00:32:23,213 --> 00:32:29,303
So looking at that, I added up the all the people that work all the pilots that work at the top

390
00:32:29,303 --> 00:32:33,338
ten US airlines And I came up with a number…of

391
00:32:33,338 --> 00:32:37,898
around…
seventy seven thousand pilots.

392
00:32:37,898 --> 00:32:43,153
So seventy seven thousand pilots work at the the top ten US airlines.

393
00:32:43,153 --> 00:32:47,723
now between twenty twenty and twenty twenty seven kind of looking at that time frame there And

394
00:32:47,723 --> 00:32:52,813
that's just…it's kind of a weird time range but that's the best that I could do looking, on

395
00:32:52,813 --> 00:32:58,053
on average at airline pilot central It has a projection of retirements there So looking at those

396
00:32:58,053 --> 00:33:03,088
projected retirements and those ten airlines, I see about thirteen thousand pilots are expected

397
00:33:03,088 --> 00:33:08,956
to retire in that time frame when they hit the mandatory age of sixty five.

398
00:33:08,956 --> 00:33:14,663
So, over the next decade we could extrapolate that out a little bit and just assume okay, in

399
00:33:14,663 --> 00:33:19,483
the decade of twenty twenty to two thousand thirty we'll see twenty thousand retirements.

400
00:33:19,483 --> 00:33:25,818
Okay?
And then the FAA projects that the airline industry is gonna grow about two percent annually.

401
00:33:25,818 --> 00:33:31,018
So,
applying this growth rate means okay we need seventeen thousand additional pilots to

402
00:33:31,018 --> 00:33:35,978
support expansion, and then combining the retirements, we can expect that we're we're gonna

403
00:33:35,978 --> 00:33:42,903
need to hire about thirty seven thousand pilots…into the top ten US airlines.

404
00:33:42,903 --> 00:33:48,628
Those don't include the regionals I'm talking about the the ULCCs, the low cost carriers the

405
00:33:48,628 --> 00:33:54,638
major airlines like Southwest, Spirit Allegiant frontier, and then of course the big legacies

406
00:33:54,638 --> 00:34:01,403
like American United Delta, Alaska and Hawaiian…
And then you know Southwest is

407
00:34:01,403 --> 00:34:06,333
considered one you're we're the largest domestic airline so of course they're in there as well.

408
00:34:06,333 --> 00:34:10,483
So we need about thirty seven thousand pilots at the top end of the industry.

409
00:34:10,483 --> 00:34:17,218
And I think that's a good metric here because…In order for people to enter the regionals,

410
00:34:17,218 --> 00:34:21,208
they typically they enter the regionals they spend some time at the regionals and then they flow

411
00:34:21,208 --> 00:34:27,383
up into one of the major airlines So if the major airlines aren't hiring…

412
00:34:27,383 --> 00:34:33,793
the regional airlines probably aren't hiring either Now there is some attrition within the

413
00:34:33,793 --> 00:34:39,323
regionals right We have the lifers the guys that just fly in the regionals and then they age out

414
00:34:39,323 --> 00:34:42,773
and retire and the regionals need to hire people to replace them.

415
00:34:42,773 --> 00:34:47,353
But I would say that's the minority of pilots that do that The majority of pilots at the

416
00:34:47,353 --> 00:34:52,803
regional have some expectations to flow through to a major airline at some point.

417
00:34:52,803 --> 00:34:57,761
And and so going in with that assumption, I think the capacity for us to hire pilots over the

418
00:34:57,761 --> 00:35:02,283
next ten years is around thirty, thirty seven thousand pilots.

419
00:35:02,283 --> 00:35:09,193
Now looking at our trend line for how many commercial pilots that we've created over

420
00:35:09,193 --> 00:35:14,703
the or that we will create using the current trend lines that we will create from twenty twenty

421
00:35:14,703 --> 00:35:21,054
to twenty thirty will create around a hundred and nine thousand new commercial pilots.

422
00:35:21,054 --> 00:35:27,823
we're gonna issue around a hundred and one thousand ATP certificates…
So this is kinda

423
00:35:27,823 --> 00:35:34,193
concerning to me and I've also accounted for…about I think twenty percent of those pilots

424
00:35:34,193 --> 00:35:38,728
looking at the raw numbers I've taken twenty percent off to assume that those are foreign,

425
00:35:38,728 --> 00:35:43,268
trained pilots So you know people from China and India that have come to the United States they

426
00:35:43,268 --> 00:35:46,638
get issued a commercial certificate but they're not gonna use it in our market They're gonna

427
00:35:46,638 --> 00:35:50,603
take it to a foreign country So I didn't want to include that.

428
00:35:50,603 --> 00:35:57,503
so I I know I just did a, basically a guess at that You know I I don't know how many there are.

429
00:35:57,503 --> 00:36:03,563
It could be fifty percent. But even at fifty percent, we're still probably around fifteen to

430
00:36:03,563 --> 00:36:07,848
twenty thousand pilots too heavy for this decade.

431
00:36:07,848 --> 00:36:14,486
So what I think of what we're seeing here basically after saying all these statistics…is…

432
00:36:14,486 --> 00:36:20,213
that we're what we're experiencing is an overcorrection, which is totally expected Right That's

433
00:36:20,213 --> 00:36:25,083
not a surprise at all I think it's human nature to overcorrect in a lot of different things that

434
00:36:25,083 --> 00:36:30,009
we do but especially in something as complex as a hiring market.

435
00:36:30,009 --> 00:36:36,159
we see all these news articles about how there's a pilot shortage We've got all these

436
00:36:36,159 --> 00:36:41,389
influencers online that are showing how awesome it is to be a pilot And and being a pilot is a

437
00:36:41,389 --> 00:36:46,509
lot of fun Right It beats working for a living It's great You know we we get to travel a lot We

438
00:36:46,509 --> 00:36:51,519
get incredible views We get to operate complex machinery And there's a lot of great things about

439
00:36:51,519 --> 00:36:57,151
this industry And of course the pay is not bad at all either We're we're kind of a great collar.

440
00:36:57,151 --> 00:37:01,401
workforce meaning that we're somewhere between blue collar and white collar but a gray collar

441
00:37:01,401 --> 00:37:05,248
you know you're making…really good money as a captain.

442
00:37:05,248 --> 00:37:11,991
Now you're not making just incredible amounts of cash as a regional airline first officer.

443
00:37:11,991 --> 00:37:17,151
But the payoff is well if I get to a major airline and have a twenty year career there you know

444
00:37:17,151 --> 00:37:20,953
, those last…fifteen years when I'm a captain at

445
00:37:20,953 --> 00:37:25,103
Delta I'm gonna be making, you know high six figure numbers.

446
00:37:25,103 --> 00:37:30,533
And then the benefits are great So There's all these incentives to draw people to this industry.

447
00:37:30,533 --> 00:37:34,773
And traditionally it's been hard to get into this industry because it's very expensive but then

448
00:37:34,773 --> 00:37:41,523
we had
companies come in and they were willing to finance that So we had people financing this…

449
00:37:41,523 --> 00:37:45,223
you know addiction of flying for us to to be

450
00:37:45,223 --> 00:37:49,103
able to get all of our ratings and and get the ratings quickly.

451
00:37:49,103 --> 00:37:54,373
And it it lowered the barrier of entry too So it allowed people you know that's the good thing

452
00:37:54,373 --> 00:37:59,063
about financing is you know people that didn't have the financial means ten years ago to enter

453
00:37:59,063 --> 00:38:04,403
this industry were able to enter it because of financing options which is kind of relatively new

454
00:38:04,403 --> 00:38:10,329
Anyway…
what it created is this perfect storm of an overcorrection.

455
00:38:10,329 --> 00:38:13,573
We've we've just created too many pilots.

456
00:38:13,573 --> 00:38:19,803
And I I wanna be honest with you You know I I don't want to try to plaster over the fact

457
00:38:19,803 --> 00:38:24,918
that this is my genuine feeling This is that we've over corrected.

458
00:38:24,918 --> 00:38:29,348
I also don't want to cause a a panic with anybody You know if you're a private pilot and you're

459
00:38:29,348 --> 00:38:35,178
just getting started and and you've got a hundred twenty thousand dollar loan that you owe to a

460
00:38:35,178 --> 00:38:38,178
flight school and you're hearing me talking about thinking that you're

461
00:38:38,178 --> 00:38:41,303
never gonna have a job I don't think that's the case.

462
00:38:41,303 --> 00:38:46,603
What I think the case is gonna be is that you're going to spend much more time at the lower rung

463
00:38:46,603 --> 00:38:52,888
aviation jobs than you anticipated…
And it's basically you're gonna spend the same amount of

464
00:38:52,888 --> 00:38:58,328
time there that we have had historically had to spend there Right so to take a person like

465
00:38:58,328 --> 00:39:02,198
myself I became a pilot in the air force in two

466
00:39:02,198 --> 00:39:06,544
thousand and seven, or sorry two thousand eight.

467
00:39:06,544 --> 00:39:12,234
And then, I've I've had to work basically from two thousand eight to two thousand eighteen

468
00:39:12,234 --> 00:39:15,603
until I was a professional pilot in civilian world.

469
00:39:15,603 --> 00:39:19,866
And then in finally twenty twenty three I became a major airline pilot.

470
00:39:19,866 --> 00:39:26,866
when I
…
so when I started at Southwest I got hired at thirty nine and that's kind

471
00:39:26,866 --> 00:39:32,606
of the average age that somebody's hired at Southwest or sorry I was thirty eight.

472
00:39:32,606 --> 00:39:35,836
but anyway that's that's kind of the average age of a new hire pilot at

473
00:39:35,836 --> 00:39:39,836
Southwest is thirty eight I had people in my class that were twenty three.

474
00:39:39,836 --> 00:39:46,236
twenty three was so far below the standard They just had no…
I mean, they blew all of the

475
00:39:46,236 --> 00:39:49,536
other, new hire numbers out of the water.

476
00:39:49,536 --> 00:39:55,271
Nobody had been hired at twenty three And the same thing at Delta United it's just…It's

477
00:39:55,271 --> 00:40:00,851
unprecedented, region that we were in because we did have a legitimate shortage but because of

478
00:40:00,851 --> 00:40:03,851
all these good benefits I think we overcorrected.

479
00:40:03,851 --> 00:40:08,693
And so instead of being twenty three or twenty five when you started that major airline, you're

480
00:40:08,693 --> 00:40:12,596
probably gonna be thirty five when you started the major airline.

481
00:40:12,596 --> 00:40:16,456
and that kinda sucks especially if you thought, oh yeah I'm gonna

482
00:40:16,456 --> 00:40:20,598
be at Delta making two hundred thousand dollars within five years.

483
00:40:20,598 --> 00:40:26,488
That is not a realistic expectation anymore And I wanna make sure you as a a younger pilot

484
00:40:26,488 --> 00:40:30,231
understand that you might be at a regional…

485
00:40:30,231 --> 00:40:34,551
for ten years before you get the chance to go to a major airline.

486
00:40:34,551 --> 00:40:38,261
And I don't want you to think that that's like the end of the world or anything That's the way

487
00:40:38,261 --> 00:40:44,881
it's kind of always been…
and I I think that is…it's just gonna be a reversion

488
00:40:44,881 --> 00:40:51,486
back to the mean is what it is It's just a reversion back how it's always been…
So

489
00:40:51,486 --> 00:40:56,126
other things that I talked about in this post having to do with the shortage is the fact that

490
00:40:56,126 --> 00:41:02,316
the being a DPE is kind of tenuous in nature So it's really hard for DPE's to fully commit to

491
00:41:02,316 --> 00:41:08,981
being a full time DPE…because…the the same qualifications that make us qualified to be a

492
00:41:08,981 --> 00:41:14,911
DPE also make us qualified to fill other jobs in professional aviation and those other jobs tend

493
00:41:14,911 --> 00:41:18,521
to have more, consistency they have better

494
00:41:18,521 --> 00:41:22,976
benefits, and they're frankly they're just easier and safer.

495
00:41:22,976 --> 00:41:29,506
I can name probably four…fatal accidents off the top of my head that involved examiners in the

496
00:41:29,506 --> 00:41:33,181
past five years and there hasn't been one,

497
00:41:33,181 --> 00:41:37,031
US based one twenty one airline pilot lose their lives.

498
00:41:37,031 --> 00:41:41,066
And probably what Thirteen, fourteen years.

499
00:41:41,066 --> 00:41:46,496
so I mean it's it's much more dangerous being a DPE…than it is being an airline pilot.

500
00:41:46,496 --> 00:41:49,776
it's easier being an airline pilot than a DPE.

501
00:41:49,776 --> 00:41:53,926
the benefits are much better being an airline pilot than than being a

502
00:41:53,926 --> 00:41:59,196
DPE So, I think there's a perception out there that DPs are just doing it for the money.

503
00:41:59,196 --> 00:42:05,816
I don't think everybody has that opinion but I think there's a lot of people that that have that opinion.

504
00:42:05,816 --> 00:42:11,236
And I see it on Reddit especially this post just blew up with a lot of people that were frankly

505
00:42:11,236 --> 00:42:15,331
being kind of insulting…
to me saying that,

506
00:42:15,331 --> 00:42:19,961
literally I'm a a con artist which was kind of interesting.

507
00:42:19,961 --> 00:42:25,601
at any rate, there there's haters in all industries and understand that but we aren't doing it for the money.

508
00:42:25,601 --> 00:42:31,191
And because we aren't doing it for the money we we have some other primary source of income.

509
00:42:31,191 --> 00:42:36,476
That's kind of our primary job. So we have to treat DPE as a part time job.

510
00:42:36,476 --> 00:42:42,206
and as long as you're relying on part time people to fulfill huge increase in demand.

511
00:42:42,206 --> 00:42:46,556
That's gonna be a problem But when it normalizes back out and we go back to kind of twenty

512
00:42:46,556 --> 00:42:51,646
fourteen levels of training, you're not gonna see three months wait time for a check ride You

513
00:42:51,646 --> 00:42:56,426
just weren't aren't because there there's not gonna be that many pilots getting check rides anymore.

514
00:42:56,426 --> 00:43:02,256
anyway anyway I think I've ranted on this long enough If you want to, go to Flying R slash

515
00:43:02,256 --> 00:43:07,106
Flying on Reddit and you can find, my handle on there is beach dude.

516
00:43:07,106 --> 00:43:12,326
But the reality of being a DPE if you just search for that, you can pull that up and read the

517
00:43:12,326 --> 00:43:15,591
post and read the comments Comments are kinda interesting.

518
00:43:15,591 --> 00:43:19,001
hopefully enjoy that Alright Last we will get to

519
00:43:19,001 --> 00:43:22,808
a
this is a post made in R slash line of Reddit.

520
00:43:22,808 --> 00:43:26,536
And the question was from Dolan nine seven seven.

521
00:43:26,536 --> 00:43:31,206
Do twin props without a critical engine have a VMCA speed?

522
00:43:31,206 --> 00:43:38,078
Hi all I'm trying to figure out if twins without a critical engine have a VMCA speed as I've never flown one before.

523
00:43:38,078 --> 00:43:44,111
It's for an airline question and they asked does a plane without a critical engine have a redline speed?

524
00:43:44,111 --> 00:43:49,804
Lots of comments here So this was my answer and I'll just read this verbatim.

525
00:43:49,804 --> 00:43:55,436
so I said twins with counter rotating propellers still have published VMC…minimum control

526
00:43:55,436 --> 00:44:01,674
speed because the concept of VMC applies regardless of whether the engines are equally critical.

527
00:44:01,674 --> 00:44:08,101
The VMC definition assumes one engine is inoperative and windmilling, which directly affects controllability.

528
00:44:08,101 --> 00:44:12,351
And twins like the Piper seminal counter rotating propellers eliminate the differences in

529
00:44:12,351 --> 00:44:19,111
asymmetric thrust, produced by different engines meaning that neither engine is more critical than the other.

530
00:44:19,111 --> 00:44:22,426
However, this does not mean that these aircraft lack a

531
00:44:22,426 --> 00:44:27,058
BMC or that the concept of a critical engine is irrelevant.

532
00:44:27,058 --> 00:44:33,298
Instead each engine is equally critical, meaning the loss of either engine as a has a symmetric

533
00:44:33,298 --> 00:44:36,781
and equally adverse effect on controllability.

534
00:44:36,781 --> 00:44:40,371
The only aircraft that wouldn't have a VMC are certain are center

535
00:44:40,371 --> 00:44:44,121
line thrust twins such as the Sessna three three seven.

536
00:44:44,121 --> 00:44:48,421
And these designs engine placement eliminates yawing moments caused by asymmetric thrust making

537
00:44:48,421 --> 00:44:53,679
a VMC unnecessary because losing a one engine doesn't impair directional control.

538
00:44:53,679 --> 00:44:57,089
As for the seminal, Piper's claim that it eliminates the

539
00:44:57,089 --> 00:45:00,821
critical engine factor is more of a marketing statement.

540
00:45:00,821 --> 00:45:06,331
While a counter rotating propellers equalize the criticality of the engines VMC still exists

541
00:45:06,331 --> 00:45:12,016
because its definition relies on one engine being windmilling and the other producing power.

542
00:45:12,016 --> 00:45:17,036
From testing a typical light twin with non counter rotating propellers requires about seventy

543
00:45:17,036 --> 00:45:21,626
pounds of rudder force to hold heading with the critical engine inoperative and about forty

544
00:45:21,626 --> 00:45:24,681
pounds with a noncritical engine inoperative.

545
00:45:24,681 --> 00:45:29,561
For seminal it's reasonable to estimate that around forty pounds of Redder force would be

546
00:45:29,561 --> 00:45:33,261
required to maintain heading with either in engine inoperative.

547
00:45:33,261 --> 00:45:37,861
In contrast an aircraft like the P thirty eight lightning with propellers rotating away from the

548
00:45:37,861 --> 00:45:42,601
centerline of gravity might require a hundred to hundred and fifty pounds of rudder force to hold heading.

549
00:45:42,601 --> 00:45:47,231
Bottom line, all multi engine aircraft with wing mounted engines even those with counter

550
00:45:47,231 --> 00:45:51,221
rotating props, have a critical engine or equally

551
00:45:51,221 --> 00:45:55,661
critical engines and almost all of them have a published VMC.

552
00:45:55,661 --> 00:45:58,771
So that is my answer to this question.

553
00:45:58,771 --> 00:46:02,801
And I was I was happy with this.
so let's talk about the Sesame three three seven for a second

554
00:46:02,801 --> 00:46:08,156
If you're flying a an aircraft that doesn't have a published VMC, you will have a restriction

555
00:46:08,156 --> 00:46:13,646
on the back of your certificate So if if you get your training in this so if you let's say you

556
00:46:13,646 --> 00:46:20,761
go train in a cessna three three seven which is a push pull configuration It's got engine on the front engine on the back.

557
00:46:20,761 --> 00:46:24,761
it is centerline thrust So it doesn't have a published VMC.

558
00:46:24,761 --> 00:46:28,631
So if you get your multi engine rating you know three three seven you will have a restriction on

559
00:46:28,631 --> 00:46:35,261
the back of your certificate that says restricted to centerline thrust only…
A seminal does not

560
00:46:35,261 --> 00:46:42,051
have that restriction because the seminal does in fact have a published VMC…
now Piper says

561
00:46:42,051 --> 00:46:46,079
hey it removes the critical engine factor.

562
00:46:46,079 --> 00:46:51,009
With having counter rotating propellers What Piper is really trying to explain there in the in

563
00:46:51,009 --> 00:46:54,019
the flight manual is that there's not one engine that's

564
00:46:54,019 --> 00:46:57,249
more critical than the others They're both equally critical.

565
00:46:57,249 --> 00:47:03,244
So that's…That's why I think there's some confusion about a counter rotating twin not having a

566
00:47:03,244 --> 00:47:08,424
critical engine A counter rotating twin has two critical engines They're both equally critical.

567
00:47:08,424 --> 00:47:15,016
So hopefully that clarifies that…Again there you there's some good discussions…on there but

568
00:47:15,016 --> 00:47:19,056
I think a lot of misconceptions i read there's you know thirty seven comments in total And a lot

569
00:47:19,056 --> 00:47:23,536
of those comments…were from people saying oh I I didn't think of someone all had a critical

570
00:47:23,536 --> 00:47:27,956
end thought only you know P thirty eight has two critical engines and a seminal doesn't have any

571
00:47:27,956 --> 00:47:33,291
And the answer is no They they both have critical engines and they're both equally critical.

572
00:47:33,291 --> 00:47:38,741
it's just a a seminal would only require a low amount of rudder force while a P38 would require

573
00:47:38,741 --> 00:47:43,766
higher…
anyway that's that.

574
00:47:43,766 --> 00:47:50,596
let me pull up, discord here I don't see any chats in Discord I do have a question here in

575
00:47:50,596 --> 00:47:55,146
Discord a live question This would be fun
…
Alright This is

576
00:47:55,146 --> 00:48:00,176
from Satvere When flying an LTV approached is there critical?

577
00:48:00,176 --> 00:48:07,146
Is there…
when flying an LP approach, is there criteria…on when your GPS has

578
00:48:07,146 --> 00:48:12,396
to pick up LP signal For example if ATC clears me direct to the initial approach fix I use their

579
00:48:12,396 --> 00:48:19,131
direct function…GPS in terminal mode
…
Alright Well that's the questions I'll

580
00:48:19,131 --> 00:48:23,661
handle this week I've been going for, close to an hour now so I'll try to cut it off here and

581
00:48:23,661 --> 00:48:29,356
not make it too long winded…I've got I'm doing a PM flight I've got two legs today wind up in

582
00:48:29,356 --> 00:48:35,596
Seattle and then home on Monday…
So that's what I'm doing the next two days

583
00:48:35,596 --> 00:48:40,176
…
Anyway I've been going about an hour I think I'll wrap it up here.

584
00:48:40,176 --> 00:48:46,236
I've got two
…
Anyway I've been going about an hour I think I'll wrap it up here for this week's

585
00:48:46,236 --> 00:48:51,966
episode Thank you so much for joining us I am on my way to Seattle eventually tonight I have two

586
00:48:51,966 --> 00:48:56,876
legs tonight Two more legs tomorrow and it's Go Home Day tomorrow So looking forward to that.

587
00:48:56,876 --> 00:49:02,396
this coming week I've got probably four Checkcred scheduled back at home and then start another

588
00:49:02,396 --> 00:49:08,478
Southwest trip next Monday So I'll be on the road to do next week's episode.

589
00:49:08,478 --> 00:49:11,638
Then. Hope you'll join me then and send in your questions to

590
00:49:11,638 --> 00:49:15,946
sethlakevSL dot arrow You can check out our discord channel as well.

591
00:49:15,946 --> 00:49:19,706
this will be posted on YouTube So if you post the YouTube comments I'll try to pull up some of

592
00:49:19,706 --> 00:49:23,856
the YouTube comments and get some interaction that way There but the more questions are better I

593
00:49:23,856 --> 00:49:27,176
love answering everyone's questions like that interactivity there

594
00:49:27,176 --> 00:49:32,146
…
Anyway, thank you so much for listening or watching.

595
00:49:32,146 --> 00:49:35,586
don't forget to like and subscribe Tell your friends about the podcast.

596
00:49:35,586 --> 00:49:39,176
And look forward to hearing your feedback We'll see you…