Checkride Insights Ep. 1 — Tom Guillebeau on Setting Expectations and Avoiding Pitfalls

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You're listening to the VSL aviation podcast.

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I'm your host Seth Lake.

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Welcome back.

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Today's episode kicks off a new series we're calling Check Right Insights.

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In this series, I sit down with designated pilot examiners from around the country to talk
about what they're seeing on check rights, common mistakes, areas where applicants

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struggle, and what you can do to be better prepared.

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My first guest is Tom Guillebeau.

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Tom and I have been DPs together here in Arkansas for the past five years.

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But I actually met him earlier when he transferred into the Air National Guard.

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We were both stationed at Little Rock Air Force Base working in different safety offices.

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Tom started flying in 1997 using money he earned mowing lawns and working on his
grandmother's farm.

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After college, he set his sights on the military and looked into the Navy, but at the time
they weren't accepting pilots without 20-20 vision.

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So he the civilian route, earning all of his ratings, becoming a CFI, building flight
time, and then eventually going to fly corporate in part 135 charter.

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but he never gave up on his goal for flying for the military and eventually made it into
the Missouri Air National Guard.

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He later transferred to Arkansas where he now serves as an instructor and evaluator pilot
on the C-130H at the formal training unit.

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He holds ATP with type ratings in the L-382, which is the C-130, a Boeing 737 and CE-500,
commercial privileges in single engine land, single engine sea and multi-engine sea

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glider, and CFI ratings for airplane single, multi and instrument.

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With over 7,000 hours of total flight time, Tom brings a deep and well-rounded perspective
to his role as an examiner.

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Let's get into it.

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All right, Tom, well, thanks for joining me today.

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uh Like I said at the top, you're a fellow DPE here in Arkansas and give check rides.

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I think primarily you give check rides here in Arkansas, but have you branched out to
other kind of regions of the country?

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Every once in a while down in Texas, am primarily in Arkansas.

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Yeah, yeah, so you've got a really good uh aviation background, you know, starting in
corporate and then you did the military thing, which you're still doing now on the C-130s,

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even though you're flying the old busted C-130s, not the new greatness like I get to.

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uh How long until you have to retire where you can focus on just being uh a DPE maybe?

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Five.

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All right, that's awesome.

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So what I wanted to do today is

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Start out.

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This is kind of the first in a series really I don't have a lot of questions for you But
this is going to be a platform for you, and I'd love to hear about some of the things that

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you're seeing uh applicants not have uh Prepared well or maybe maneuvers that they're
messing up on frequently a lot of the administrative stuff that might be getting missed

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prior to the checkride So I'm just gonna hand it over to you and let you talk about what
you're seeing out there day to day given check rides

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Awesome.

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Thank you, Seth.

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I appreciate the opportunity because yeah, as you can see, uh, there's a lot of things
that happen that aren't really explanatory.

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So everyone comes to the check ride thinking they're prepared.

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And unfortunately, many times I've seen they're not.

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And when I mean they're not prepared, they don't even know what information they're
supposed to have.

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And that is really the CFI's responsibility to make sure they are prepared.

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And that's why we do the DP forums.

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So a lot of the things before we even get to the checkride that I've seen is incomplete
documentation.

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And I hate to be the uh documentation czar, but it's a legal checkride and there's, there
are items in your log book that have to be there.

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So some of the ones that I see, I'll see endorsements that don't have signatures.

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Some of other ones, has a line, just a squiggle line.

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And that's it.

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There's no name, there's no number.

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So what is that?

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So really following the 6165J will solve a lot of these problems.

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And then also another one I've seen is old log books.

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And they'll have an old log book from the oldest, like from the 80s.

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And they'll say they're prepared for the ticaret.

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Honestly said, I got to look up because I'm like, these numbers don't look right.

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And it's so old that the endorsement is technically not valid.

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And so some other ones I've seen is they are ready for the practical tests.

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Well, who is they?

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uh Which practical tests?

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uh So, and then I've seen other ones that say they're ready for the multi-engine engine
tests.

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Well, multi-engine what?

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Like what certificates?

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So words matter.

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And I see also on the log books, make sure that when you do a cross country, that if it's
written down, the identifiers are correct on on the log book.

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Also, the distances are correct if distances matter.

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um And then another thing like in this is kind of and give you an idea of how in depth
we're going to go.

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Please don't have

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an instrument for like an instrument rating where you have to be on an instrument flight
plan.

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Please make sure your airplane is actually IFR certified for the check ride.

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So I know people are like, wow, that's really looking into it.

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All that matters.

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That's all legal items.

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And as the examiner, I'm verifying all that and I'm verifying that we can even take a
check ride.

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So that's some of the items I've seen and then getting into the check ride starting kind
of

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the knowledge portion, the oral portion of the checkride.

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One of the things that I've seen and I think it leads to a lot of both misspeaks and then
the wrong information is being so nervous that as soon as the examiner ask you a question,

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you just start talking and you say the wrong thing.

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And then you just keep going and digging and digging.

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Everything that you say is going to be examined.

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So answer the

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question directly take a minute to just relax and you don't understand the entire
question.

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Ask me because that's the last thing that I want you to do frankly is fail.

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And the last thing that I want you to do is fail because you didn't entirely understand
what was asked you so ask me say can you repeat the question or I don't understand the

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question.

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Can you elaborate uh because oh one of the things that

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But it's interesting to say, if you know, in the military terms, we always chair fly what
we're going to do.

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Believe it or not, before I do an examination, I look at the applicants, uh, knowledge
test, if a knowledge test is applicable.

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And I actually chair fly what I'm going to ask them.

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And I make sure it's very specific.

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So I don't say, explain to me an electrical system.

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Whoa.

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Well, wow.

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We could be there for hours, you know?

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So.

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I might ask, well, what powers the electronics on your aircraft?

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And be ready, ready for that.

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Some of the things along the oral portion of the checkride know how your aircraft systems
work.

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So if you have a super cool G 1000, I will ask you about the G 1000.

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And so please know how that works.

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One of the things that I've seen, we all do it and I've done it when I've studied, I've
caught it.

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um When you study and go over these items, if it's in this, I'll tell you right now, the
skills section of the ACS should be, you should be highly familiar with it because I have

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to ask every skills question.

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And Seth and Craig, I'm wrong, I've gone through all the skills.

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If you prepare yourself for the skills, we're gonna ask a knowledge question and a risk,
but.

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You may not know what knowledge or risk question.

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If you study the skills, you're gonna be ready for that off-ball uh risk assessment
question, or you're gonna be ready for the off-the-wall knowledge question that comes in.

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if your avionics system has AHRs, please know how AHRs works.

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Please don't just read the first page of the Garmin.

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oh

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manual and think that you understand how it works.

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It's very complex.

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And so if you tell me that the A-HARs is operated by GPS, get ready for me to ask a whole
lot more questions.

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you know, so we've got 10%, you've got 10 % of what is happening.

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um just realized the designated examiners, we want you to succeed and we want you to pass,
but you have to know it.

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Like he, and I'm not expecting you.

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to explain to me every principle of rigidity in space.

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I just expect you to understand roughly how that works, like how your attitude indicator
works.

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uh And then also I'll probably ask you some signs.

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So if you have like a G3X and I was like, what if the heading is yellow and the heading
indicator, you know, I just expect you or a lot of these questions, if it's a ground-based

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question, like we're on the ground, I have no...

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problem with you looking it up.

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You can ask me like, may I look this up?

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And yes, if it's an advanced question, like a good question is the NTSB.

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So I say, Hey, you, you know, something happened, you know, how would you get a contact to
him?

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And he's like, well, I would look it up.

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I went, I'm okay with that because you're on the ground.

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Now, if you're flying along and you're like, I'm going to look up cloud cleaners.

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So we're good.

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We are totally going to be in that cloud guys.

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Like it's like, that's not going to happen.

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Like we, have to know that, but I'm totally fine with you asking me.

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So

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That's one thing I've seen.

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Know your systems.

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A lot of times people don't.

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So some, and to give you an idea, there's a lot of times I've had uh students tell me uh
or applicants tell me that the way that their piston engine airplane works, it's through

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the compression of the cylinders build up pressure.

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And that's what provide, that's what runs the propellant.

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And I was like, well, can you, there anything like,

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How does that happen?

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be ready when a question like that, I'm totally going to ask way more information.

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uh So be ready for that.

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And that's telling when you say it that way, there's probably a disconnect and really
study that.

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um

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And I think that's a, I want to bring up this point now because something you said before
kind of caught my ear and I think there's a balance.

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So there's a, whole idea of like digging yourself a hole, right?

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We've all heard that term where if you answer a question and it's not the direct answer to
what the DP is asking you, then that could lead down this rabbit hole.

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And you start digging yourself a hole where it highlights the things that you don't know.

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Right.

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Um, so there's also, you know, answering a question like that, like, how does the engine
work?

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And you start bringing up the pressures within the cylinders and stuff that could lead
down the wrong path.

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Also the, the AHRs discussion of, how's your AHRs work?

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And you immediately bring up the GPS.

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Um,

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you know, that's gonna elicit some more questions from us as the examiner, making sure
that you understand that, how that system actually does work.

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But you also don't wanna be too concise, I think, in your answers, because if you're too
concise, you kind of force us as examiners to keep asking more and more questions.

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And so, one, and that's why I say it's a balance.

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So if we look at, uh if we look at,

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like area of operation one and uh task G is our operations of systems.

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I just have the ACS pulled up here.

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So that ACS, like you were saying, we have to cover one knowledge topic, one risk
management and all the skills.

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And I think you 100 % agree with you.

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What you said is just focus on the skills.

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If you can demonstrate proficiency in those skills, more than likely, you're gonna also be
knowledgeable about the knowledge topics and the risk management topics.

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But when I ask about a power plant system as an examiner or, you know, or a A-HARS is
whatever, you know that we have to talk about the risk management associated with that

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system as well as how that system actually operates.

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So I think this is where a good CFI comes in, where you're doing scenario-based training.

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So instead of just having that rote knowledge of how A-HARS systems work,

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Like you know that, that's the foundational knowledge.

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But what you practice with your CFI is learning the modes of failure of that AHARS and how
you're going to fly if that AHARS fails.

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How are you going to know if that AHARS has failed?

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Like what type of flags are you going to get on the PFD or the HSI or whatever is
appropriate there?

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uh And then how are you going to operate the aircraft and get it on the ground safely
after something like that failure occurs?

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So I think if you were to ask about AHARS and you have an applicant that comes back and
says, yeah, the AHARS is really important.

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uh Here's the gauges.

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Here's the instrumentation that that AHARS runs.

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Here's some modes of failure and kind of starts going into this basically discussion
format of how the AHARS could fail, what they're going to do if the AHARS fails uh and

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bring the aircraft, you know,

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bring it to a safe conclusion, which is their ultimate goal as a PIC is be able to take an
emergency or system failure or malfunction and not have that turned into a bad outcome

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where they bend metal or hurt somebody.

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So I think you would agree there if you're asking about that, try to work that in or
practice at least with your CFI working in the risk management aspect of all of those

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skills and don't just have the rote, you know,

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the rote level of knowledge of a system or a procedure.

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You really want that whole picture.

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Yeah.

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So, uh, agree.

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So man, you brought up an excellent point.

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So if they did that and they told me what they're going to do when they A-HARS fails, this
is how I know it failed.

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This is what I'm going to do.

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They've actually covered so much more and they're telling me they can actually operate
this piece of equipment safer.

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And we would be totally fine if they're like, yeah.

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So A-HARS man, it's, you know, it's rigidity in space, you

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Really cool.

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Super cool potentiometer, cello, vibrating magnets, right?

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But really what that pains me, this is how I know what had failed.

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so this is what I have to do.

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These are, these are the backup instruments that I have, and this is how, you know, they
work.

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and this is what I'm looking at.

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We're good.

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We are totally good because you just showed the, yeah.

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And you've actually showed in operative what to do if an operative equipment flag.

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So yes, we would totally be cool.

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if someone

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went through that and just showed me an application level.

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Yeah.

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Yeah.

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Everything would be fine on that type of portion.

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because I'm trying to dispel that a little bit because I think what I tell people is don't
be a victim of the check rank and I feel like a lot of applicants come down and they're

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like, they're super nervous.

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They sit down in front of you.

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They don't want to speak unless spoken to.

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00:16:09,552 --> 00:16:13,543
They don't want to answer anything incorrectly and they're almost afraid to talk.

211
00:16:13,543 --> 00:16:16,904
And I'm like having to drag the information out of them.

212
00:16:16,998 --> 00:16:22,226
that can be kind of difficult and it's stressful for both of us, right?

213
00:16:22,286 --> 00:16:23,370
So I don't want...

214
00:16:23,370 --> 00:16:29,171
applicants to be scared to show that they have that pilot and command level of knowledge.

215
00:16:29,552 --> 00:16:37,594
So, you know, don't be worried about giving a big picture kind of answer to a simple
question necessarily.

216
00:16:37,994 --> 00:16:39,714
But like I said, that's why there's a balance.

217
00:16:39,714 --> 00:16:45,636
You could talk too much and start bringing up stuff that is maybe unrelated.

218
00:16:45,636 --> 00:16:53,004
And that is like, that causes us, you know, that we kind of peak up, our interest peaks.

219
00:16:53,004 --> 00:16:55,955
when something gets brought up that's totally unrelated.

220
00:16:56,336 --> 00:17:00,078
Because we're like, wait, is there a fundamental misunderstanding here?

221
00:17:00,078 --> 00:17:11,704
uh So you wanna stay on target, but you do wanna try to answer it in a way a pilot in
command would answer it and not just somebody that's learning how to fly.

222
00:17:11,704 --> 00:17:19,568
And I find myself getting a lot of those student pilot level answers rather than a pilot
in command level answer.

223
00:17:19,568 --> 00:17:21,195
uh

224
00:17:21,195 --> 00:17:23,581
So anyway, I just wanted to throw that out there.

225
00:17:23,650 --> 00:17:25,992
Yeah, there's a lot of that.

226
00:17:25,992 --> 00:17:35,718
And that's exactly what I'm looking forward to is this applicant able to be in charge of
the airplane if something went wrong.

227
00:17:36,439 --> 00:17:45,925
And some of the, I've seen it like when flying that I've seen people pick a field that I
wouldn't pick, but they did a great job.

228
00:17:45,925 --> 00:17:50,128
They did a great job setting up to land and like an engine failure.

229
00:17:50,128 --> 00:17:51,118
And that's fine.

230
00:17:51,118 --> 00:17:52,549
That's what I'm looking for.

231
00:17:52,549 --> 00:17:53,580
um

232
00:17:53,580 --> 00:17:56,772
I'm looking for, yeah, people taking charge.

233
00:17:56,772 --> 00:18:05,019
I've actually had an applicant, and, uh, that, she thought that she failed, but she saved
us all.

234
00:18:05,019 --> 00:18:09,721
She was, landing and a guy cut her off and took off on another runway.

235
00:18:09,721 --> 00:18:14,276
And she actually went around and went around the person and she's like, well, sorry, I
guess I failed.

236
00:18:14,276 --> 00:18:14,946
like, for what?

237
00:18:14,946 --> 00:18:16,648
For saving our lives?

238
00:18:16,648 --> 00:18:18,289
I, you know, you did great.

239
00:18:18,289 --> 00:18:20,330
Like you did awesome.

240
00:18:20,430 --> 00:18:22,110
So I'm looking for that.

241
00:18:22,110 --> 00:18:26,510
And that is, and it is kind of interesting when they do make a command decision.

242
00:18:26,510 --> 00:18:33,090
Many times like that, they're like second guess, like, Oh man, I literally went to the
left and went around on the road.

243
00:18:33,090 --> 00:18:34,290
I'm like, great.

244
00:18:34,290 --> 00:18:34,570
Yeah.

245
00:18:34,570 --> 00:18:41,050
You totally got cut off and you didn't, you didn't exacerbate the problem by continuing.

246
00:18:41,050 --> 00:18:45,350
saw what was happening and you made a decision and stuff.

247
00:18:45,350 --> 00:18:48,110
Um, and that was a perfect example of the person like, well, it's the right traffic.

248
00:18:48,110 --> 00:18:48,558
I'm like,

249
00:18:48,558 --> 00:18:50,558
Sight stepping to the left on final.

250
00:18:50,558 --> 00:18:52,418
So you don't hit an airplane is totally loud.

251
00:18:52,418 --> 00:18:54,718
Like that is told you're totally cool.

252
00:18:54,838 --> 00:18:56,638
Um, so I'm looking for that.

253
00:18:56,638 --> 00:18:58,138
I'm totally looking for that.

254
00:18:58,138 --> 00:19:00,618
I said, you know, great job, great job there.

255
00:19:00,618 --> 00:19:04,878
That's that you are keeping us safe and that's what I'm looking for.

256
00:19:04,937 --> 00:19:16,058
So, um, so yeah, as long as they're showing me and I've had people, they will, they will,
say something wrong, but if they, one of the things too, if they say something wrong, but

257
00:19:16,058 --> 00:19:17,778
they're able,

258
00:19:17,804 --> 00:19:21,756
you able to back it up uh or like, this is what I would do.

259
00:19:21,756 --> 00:19:23,266
We just, we just debrief it.

260
00:19:23,266 --> 00:19:25,000
We just talk about it.

261
00:19:25,941 --> 00:19:27,882
and, just, and just go from there.

262
00:19:27,882 --> 00:19:33,707
So I'm looking for a command decision that doesn't lead into other problems.

263
00:19:33,707 --> 00:19:39,322
Like I've had people on a, Oh, I've had a know what the ACS says.

264
00:19:39,322 --> 00:19:43,394
I've had people on a short field uh landing, do a go around.

265
00:19:43,394 --> 00:19:46,834
They're like, well, we'll make this one a full stop.

266
00:19:46,834 --> 00:19:51,524
And I was like, well, it says that if you're not in your landing zone and you weren't,
you'd go around.

267
00:19:51,524 --> 00:19:53,228
You went around.

268
00:19:53,228 --> 00:19:54,609
We're good to go.

269
00:19:54,811 --> 00:19:57,276
So know that and that's what I'm looking for.

270
00:19:57,276 --> 00:19:58,392
uh

271
00:19:58,392 --> 00:19:58,622
Yeah.

272
00:19:58,622 --> 00:20:02,143
And also one of the tasks you have to evaluate is a go around.

273
00:20:02,143 --> 00:20:03,773
Yeah.

274
00:20:03,773 --> 00:20:10,165
I mean, when I, when I go around kind of organically happens during the check ride,
that's, that's not really a bad thing.

275
00:20:11,346 --> 00:20:17,977
you know, the power off 180 on the comrpher ride being the exception of that, you know,
with a new guidance there.

276
00:20:17,977 --> 00:20:28,250
Uh, but even there, that's not a clean kill like disapproval, because if the go around was
for safety flight, kind of outside your control, then even that is allowed.

277
00:20:28,360 --> 00:20:38,398
And I think you would agree with me, even on the PowerF 180, I would much rather see you
bite the bullet and make the decision to go around rather than try to force an unsafe

278
00:20:38,398 --> 00:20:44,743
approach down just because you know a go around might result in you failing the checkride.

279
00:20:45,324 --> 00:20:54,132
Yeah, that still shows, like you said before, we're looking for good decision makers, like
the monkey skills of flying the airplane.

280
00:20:54,132 --> 00:20:57,554
You know, we could literally teach a monkey how to fly an airplane.

281
00:20:57,851 --> 00:21:04,246
Um, what, what we can't teach and, what's more difficult to.

282
00:21:05,898 --> 00:21:07,881
implement is that decision making.

283
00:21:07,881 --> 00:21:17,844
And so that's ultimately what I think you're saying we evaluate is your ability to go out
there, command the aircraft, make decisions, and do so safely.

284
00:21:18,102 --> 00:21:18,682
Yes.

285
00:21:18,682 --> 00:21:24,222
So, know, Seth, I feel, and this is just my opinion.

286
00:21:24,222 --> 00:21:24,954
So say that happens.

287
00:21:24,954 --> 00:21:30,345
So say you go out there on the power off one a and you see an aircraft and it don't look
like they're stopping.

288
00:21:30,345 --> 00:21:33,162
And you're like, Nope, we were going around.

289
00:21:33,162 --> 00:21:34,265
I can defend that.

290
00:21:34,265 --> 00:21:38,448
I can defend that with the FAA because an unsafe situation has occurred.

291
00:21:38,448 --> 00:21:40,228
I did not have to intervene.

292
00:21:40,228 --> 00:21:46,770
You are the pilot in command and you made a decision based on what was actually happening
to keep us safe.

293
00:21:46,770 --> 00:21:47,791
Man, we're good.

294
00:21:47,791 --> 00:21:48,312
Yeah, cool.

295
00:21:48,312 --> 00:21:49,092
Yeah.

296
00:21:50,702 --> 00:21:58,685
oh So uh I'm going to review real quick just for everybody listening, of some of the
things you talked about, maybe give some resources.

297
00:21:58,685 --> 00:22:02,187
So we started out not being prepared.

298
00:22:02,387 --> 00:22:14,112
That's also something that I see, man, I wish I did a better job tracking how many
non-starts or false starts I have on check rides that either make it all the way to the

299
00:22:14,112 --> 00:22:19,756
day of the check ride and we find something that's disqualifying or maybe canceled just a
couple days prior.

300
00:22:19,756 --> 00:22:23,069
because they've discovered something that isn't there properly.

301
00:22:23,069 --> 00:22:32,475
And it could be an endorsement, like you said, the resources for your endorsement, your
CFI needs to be using the current advisory circular 6165J.

302
00:22:32,475 --> 00:22:37,159
ah And so that's your certification of pilots, flight instructors, and ground instructors.

303
00:22:37,159 --> 00:22:39,050
That has all the sample endorsements there.

304
00:22:39,050 --> 00:22:43,964
So you mentioned having endorsements that don't have the applicant's name.

305
00:22:43,964 --> 00:22:45,395
And I've seen that too.

306
00:22:45,395 --> 00:22:47,318
And it's hilarious because it's like,

307
00:22:47,318 --> 00:22:49,309
I don't know who this endorsement is for.

308
00:22:49,309 --> 00:22:51,831
This could be an endorsement for anyone, right?

309
00:22:51,831 --> 00:22:53,241
It has to have your name on it.

310
00:22:53,241 --> 00:22:56,564
uh Missing CFI signatures.

311
00:22:56,564 --> 00:23:06,359
Maybe the endorsement is they're using the old endorsements that are in the logbook, which
I think is what you were saying, is those endorsements are so old, they no longer meet

312
00:23:06,359 --> 00:23:09,321
their requirements that's in 6165J.

313
00:23:09,321 --> 00:23:14,934
So like if you went out and bought a Sporty's or a Glyme,

314
00:23:15,022 --> 00:23:27,442
flight training and it came with a logbook and let's say this is 10 years ago, those
pre-made endorsements in the back, those are no longer valid.

315
00:23:27,542 --> 00:23:31,102
So your CFI needs to be aware of that.

316
00:23:31,462 --> 00:23:35,202
So that's 6165J, make sure the endorsements match with that.

317
00:23:35,202 --> 00:23:43,402
The other thing is for the new Airman Certification Standards, there is an ACS companion
guide for pilots.

318
00:23:43,766 --> 00:23:48,888
And so that practical test checklist is on page 19 of that companion guide.

319
00:23:49,149 --> 00:23:51,990
So you can go to the FAs website and search for that.

320
00:23:51,990 --> 00:23:54,931
It's in section seven of the ACS companion guide.

321
00:23:54,931 --> 00:24:04,666
It used to be inside of the ACS, but what that is is basically a good checklist for you to
go through with your CFI to make sure that you have all of the uh correct documents that

322
00:24:04,666 --> 00:24:05,776
you need for the aircraft.

323
00:24:05,776 --> 00:24:10,568
ah And then, you know, of course your logbook and medical and all that stuff.

324
00:24:11,130 --> 00:24:22,046
Uh, we want to make sure, you know, you mentioned the distances of the different, uh,
cross countries that you're doing, man, that's, that hurts me even when I, when I show up

325
00:24:22,046 --> 00:24:30,300
to a checkride and somebody's doing a checkride that's like, or a cross country quote
unquote, that's 49 nautical miles.

326
00:24:30,621 --> 00:24:32,892
And you're like, this doesn't count.

327
00:24:32,892 --> 00:24:33,452
I'm sorry.

328
00:24:33,452 --> 00:24:36,123
There's, there's really nothing I can do.

329
00:24:36,724 --> 00:24:38,587
And that may sound crazy.

330
00:24:38,587 --> 00:24:40,746
It's like, well, it's just one mile, but it's.

331
00:24:40,746 --> 00:24:43,868
It's the law and I really can't change that, you know?

332
00:24:43,868 --> 00:24:49,371
And what people have to remember is when we're there as examiners, we're representing the
FAA.

333
00:24:49,371 --> 00:25:00,407
So even though we're not FAA employees, we're representing the administrator and we're
basically, we are, you have to treat us as if we were the FAA and the law is the law.

334
00:25:00,407 --> 00:25:02,137
Like that's the hard line.

335
00:25:02,518 --> 00:25:06,560
Fortunately, that's all stuff that's pretty easy to scrub before the checkride.

336
00:25:06,560 --> 00:25:10,082
ah The other endorsement that I'll bring up,

337
00:25:10,670 --> 00:25:15,530
curious to see if you've seen this, but a missing 90 day endorsement.

338
00:25:15,570 --> 00:25:24,270
So that 90 day solo endorsement for student pilots, man that's probably the most common
missing endorsement.

339
00:25:24,270 --> 00:25:25,934
I don't know, is that your experience?

340
00:25:25,934 --> 00:25:27,054
Yes.

341
00:25:27,054 --> 00:25:30,454
So the solo endorsement.

342
00:25:30,454 --> 00:25:31,374
Yeah.

343
00:25:31,374 --> 00:25:41,034
I've seen it where they don't have any 90 day endorsements and yeah, in the member solo in
like 2017.

344
00:25:41,374 --> 00:25:42,914
So that's a problem.

345
00:25:42,914 --> 00:25:52,794
It's a real problem that at that point we can't solve and it's sad, but the documents do
matter.

346
00:25:52,794 --> 00:25:54,638
And so if you hit it, it's a wall.

347
00:25:54,638 --> 00:26:01,898
I know a of times we don't think about it, but it's it's an actual law like we we we can't
and we as designators can't break it.

348
00:26:01,898 --> 00:26:15,838
So if it's something that can't be fixed or we're done, it is it's sad and I do it breaks
my heart sometimes when these people are preparing and the things are ready and I was

349
00:26:15,838 --> 00:26:18,818
like, hey, where's your 90 day sole endorsement?

350
00:26:18,818 --> 00:26:20,978
They're like, oh, no, I saw the solo a couple of years ago.

351
00:26:20,978 --> 00:26:21,818
I'm like, yes.

352
00:26:21,818 --> 00:26:24,486
Well, where's the 90 day solo endorsement?

353
00:26:24,536 --> 00:26:25,727
for here.

354
00:26:25,749 --> 00:26:27,489
Like, what are you talking about?

355
00:26:27,489 --> 00:26:29,778
I'm like, is your instructor around?

356
00:26:29,778 --> 00:26:30,840
No, they're in New York.

357
00:26:30,840 --> 00:26:32,262
eh

358
00:26:33,491 --> 00:26:36,491
Yeah, at an impasse there.

359
00:26:37,172 --> 00:26:39,813
Another thing you brought up is the written test results.

360
00:26:39,813 --> 00:26:46,536
So if you're taking a check grad that requires a written test, then you're going to get an
Airman Knowledge Test Report.

361
00:26:46,536 --> 00:26:50,137
And on that Airman Knowledge Test Report, you're going to have these codes.

362
00:26:50,137 --> 00:26:55,239
And those codes line up exactly with the ACS for the practical test that you're going to
take.

363
00:26:55,239 --> 00:26:57,360
So let's say you're preparing for the private.

364
00:26:57,400 --> 00:27:02,102
You would go to the private pilot ACS and you would look in the knowledge topic areas.

365
00:27:02,254 --> 00:27:05,414
And all the private knowledge topics start with P-A.

366
00:27:05,414 --> 00:27:07,834
So I think that stands for private airplane.

367
00:27:08,274 --> 00:27:13,054
And then the next numeric, so there's a decimal, is the area of operation.

368
00:27:13,054 --> 00:27:17,334
And so a lot of the knowledge topics are in area of operation one.

369
00:27:17,614 --> 00:27:21,954
And then the next designator would be the task.

370
00:27:22,214 --> 00:27:27,094
So for instance, area of operation one, task A is pilot qualifications.

371
00:27:27,094 --> 00:27:29,326
So that you know what page to go to.

372
00:27:29,326 --> 00:27:32,226
And then you need to actually highlight that knowledge topic.

373
00:27:32,226 --> 00:27:40,986
If I were you as an applicant, I would go in and highlight all of the knowledge error
codes that I missed on the test and make sure that I can speak to all of those

374
00:27:40,986 --> 00:27:47,626
intelligently because as examiners, we have to ask each one of those things.

375
00:27:47,626 --> 00:27:55,366
And we can ask it in addition to what we're planning on asking to begin with, or we can
ask it in place of that.

376
00:27:55,366 --> 00:27:58,790
And what I mean by that is we have to ask at least one knowledge topic.

377
00:27:58,816 --> 00:28:02,029
at least wasn't risk management item and then all of the skills.

378
00:28:02,029 --> 00:28:12,458
So we could use the knowledge code that you missed as our one knowledge topic or we could
add it to, and I think you'll agree there Tom, I very rarely ask only one knowledge topic.

379
00:28:12,458 --> 00:28:19,704
We wind up covering probably most of them in some cases, maybe with the exception of like
weather systems.

380
00:28:19,704 --> 00:28:24,908
uh But we're gonna wind up asking three or four at the very least usually.

381
00:28:24,908 --> 00:28:27,012
uh

382
00:28:27,012 --> 00:28:31,263
follow-ons for me or in there, but yes, I'll ask more.

383
00:28:31,263 --> 00:28:33,964
um Kind of along those lines.

384
00:28:33,964 --> 00:28:39,806
And I do want to say, Seth, you were talking about risk and then like knowledge questions.

385
00:28:39,806 --> 00:28:45,917
So if you tell me something of how you are fundamentally going to operate, like say as a
private pilot.

386
00:28:45,917 --> 00:28:55,800
So if you give me a personal minimum of seven statue miles and no lower than 2,500 feet
with a crosswind of 10 knots,

387
00:28:55,800 --> 00:29:03,975
Please do not go out to the airplane when it's 1,505 miles and we have a 20 knot
crosswind.

388
00:29:03,975 --> 00:29:06,746
um Man, it's your personal minimums.

389
00:29:06,746 --> 00:29:09,598
And so when you go to the airplane, you're telling me you can handle that.

390
00:29:09,598 --> 00:29:22,395
uh In that scenario, we're not going, but what's going to happen is it's for
decision-making and for not following your personal minimums, that is unsatisfactory.

391
00:29:22,395 --> 00:29:23,982
So if you tell me,

392
00:29:23,982 --> 00:29:27,382
how you're going to operate, you need to operate that way.

393
00:29:27,642 --> 00:29:35,702
one of the things I've seen too with these personal minimums, you need to talk with your
instructor and you need to get some personal minimums for you.

394
00:29:35,702 --> 00:29:41,582
I've, everyone says, well, my flight school is minimums or here, hang on, let me go find
it.

395
00:29:41,582 --> 00:29:41,862
Okay.

396
00:29:41,862 --> 00:29:44,162
So if it's your personal minimums, you need to know them.

397
00:29:44,162 --> 00:29:50,722
Like you, you don't need to go, let me go get this book that someone told me that this
should be my minimums.

398
00:29:50,722 --> 00:29:53,782
You need to have them and it needs to be.

399
00:29:53,782 --> 00:29:54,493
applicable.

400
00:29:54,493 --> 00:30:05,472
So I've seen some, uh, and set the pretty extreme, like I've seen one where they would
accept a thousand feet and four statue miles.

401
00:30:05,472 --> 00:30:08,714
And then I've seen a crosswind, I'll accept 19 knots.

402
00:30:09,475 --> 00:30:12,119
I'm not accepting 19 knots at 172.

403
00:30:12,119 --> 00:30:13,428
Like, I mean, that's amazing.

404
00:30:13,428 --> 00:30:21,425
Like, um, you know, and then that will lead on to questions like, so what is the, what is
the demonstrated crosswind component?

405
00:30:21,425 --> 00:30:23,502
Um, another one, a thousand feet.

406
00:30:23,502 --> 00:30:25,482
Why, why is that?

407
00:30:25,482 --> 00:30:27,842
You know, so I'm gonna start asking questions.

408
00:30:28,502 --> 00:30:30,622
So, um, be, be ready for that.

409
00:30:30,622 --> 00:30:38,322
And one of the things too, with that, I know people want to get their checkride done, but
don't push the weather.

410
00:30:38,322 --> 00:30:41,362
Don't push things that you can't control.

411
00:30:41,582 --> 00:30:49,602
And that will also be, you do, I can see it, Seth, I know you can see it and we know if
this is safe or not.

412
00:30:49,602 --> 00:30:52,562
So if you try to push the weather,

413
00:30:52,588 --> 00:30:55,270
Good thing is pop up thunderstorms.

414
00:30:55,270 --> 00:30:59,334
I had someone cancel today because of the possibility straight up.

415
00:30:59,334 --> 00:31:00,214
That's a good decision.

416
00:31:00,214 --> 00:31:04,668
If you don't know what's going to happen, I wouldn't do a check ride.

417
00:31:04,668 --> 00:31:12,938
So it's not a good decision to be lining up for a runway and you, see a rain shaft out
here and you're like, okay, here we go.

418
00:31:12,938 --> 00:31:15,337
No, here's, here, here we don't go.

419
00:31:15,337 --> 00:31:16,518
uh

420
00:31:16,686 --> 00:31:26,366
Yeah, I've actually had that happen where we're on the runway and I'm trying to allow them
every opportunity to make the no-go decision.

421
00:31:26,366 --> 00:31:35,126
And we line up on the runway and as soon as they add power, I said, you know, my controls
and I taxi us off the runway.

422
00:31:35,126 --> 00:31:37,626
And I'm like, I'm sorry, that's a disapproval.

423
00:31:37,626 --> 00:31:39,726
It was an unsafe decision for you to go.

424
00:31:39,726 --> 00:31:45,766
You were violating like three of your personal minimums we talked about on the ground and
basically ignored them.

425
00:31:45,766 --> 00:31:46,790
And it's like,

426
00:31:46,790 --> 00:31:48,411
That's unsatisfactory.

427
00:31:48,411 --> 00:31:57,257
We Not only was it unsafe, but it was beyond, know, well beyond your personal minimums So
yeah, a hundred percent agree with you there.

428
00:31:57,257 --> 00:32:08,495
There's a lot of resources out there for you to Document your personal minimums have them
written down And man, it's covered in every single ACS in one of the risk management

429
00:32:08,495 --> 00:32:08,825
items.

430
00:32:08,825 --> 00:32:16,460
Usually it's the weather Could be pilot qualifications depending on the rating uh So when
it gets to that I would have them

431
00:32:16,492 --> 00:32:21,903
you know, would hand that sheet of paper to the DPE and say, well, here's my personal
minimums right here.

432
00:32:21,944 --> 00:32:24,004
And that's what I love to see.

433
00:32:24,124 --> 00:32:32,947
And again, it's like you said, it's not just, well, I use what the school uses or I use
the FARs, you know, the FAR minimums.

434
00:32:33,327 --> 00:32:38,168
I'm like, well, that doesn't really cover everything, you know, so.

435
00:32:38,168 --> 00:32:39,205
Yeah, 100%.

436
00:32:39,205 --> 00:32:40,329
I agree.

437
00:32:40,329 --> 00:32:41,669
Personal minimums are a big deal.

438
00:32:41,669 --> 00:32:44,070
ah

439
00:32:44,078 --> 00:32:54,758
You know, I'd like to get your opinion on this because I asked this on the discord channel
and we talked about it on a couple of podcasts ago, but let's say you have an applicant

440
00:32:54,758 --> 00:33:00,938
that has personal minimums of say 10 knots, 10 knot crosswind.

441
00:33:01,878 --> 00:33:09,958
And, uh, you know, the planes max demonstrated crosswind limit is 15 knots and the winds
are gusting to 12.

442
00:33:11,198 --> 00:33:13,378
Uh, how would you expect the applicant?

443
00:33:13,378 --> 00:33:14,515
to handle that.

444
00:33:14,958 --> 00:33:18,401
how to expect them to bring it up and it's getting close.

445
00:33:18,401 --> 00:33:24,386
So I'd watch, I'd watch how they handled this and watch how they would handle gusts.

446
00:33:24,386 --> 00:33:31,292
Um, a lot of times people don't have to frankly, they don't handle gusts and they don't
bring it up.

447
00:33:32,353 --> 00:33:34,835
so I, I'd like to know.

448
00:33:35,116 --> 00:33:37,828
And yeah, man, I'd watch, I'd watch to see what happened.

449
00:33:37,828 --> 00:33:42,622
I would, I would let them do it and I would watch and make sure we didn't get slow.

450
00:33:42,766 --> 00:33:45,948
and make sure that we didn't lose any airspeed.

451
00:33:45,948 --> 00:33:52,152
But one of the questions I probably asked like, so what's the hazard with having gusty
winds?

452
00:33:52,173 --> 00:33:56,405
That's so man, I'm kind of bad about this.

453
00:33:56,405 --> 00:34:06,222
When I start seeing something happen, I asked and I hate to hate to give my tail and
poker, but I started asking questions like I start like we do.

454
00:34:06,222 --> 00:34:09,586
We have this getting gusty, you know, in our planes moving around.

455
00:34:09,586 --> 00:34:10,945
And I'm like, so

456
00:34:11,150 --> 00:34:13,790
Can you tell me what the hazards are with the thunderstorm?

457
00:34:13,790 --> 00:34:16,730
You know, I mean, it's something trying to get an idea.

458
00:34:16,730 --> 00:34:22,150
And I am totally cool until our FAA manager says something.

459
00:34:22,150 --> 00:34:26,570
I'm totally cool with them looking around and like, well, it's really gusty today.

460
00:34:26,610 --> 00:34:31,170
And it is, it looks really rainy out there right off the end of the runway.

461
00:34:31,170 --> 00:34:33,430
Hey, I really think that we should probably go check the weather.

462
00:34:33,430 --> 00:34:34,970
Totally cool with that.

463
00:34:34,970 --> 00:34:40,470
Oh, but kind of to your scenario, man, because it was with inside his limits.

464
00:34:40,512 --> 00:34:42,115
of the winds weren't outside.

465
00:34:42,115 --> 00:34:44,309
I'd just see how goes.

466
00:34:44,771 --> 00:34:46,113
And I, yeah.

467
00:34:46,113 --> 00:34:50,624
And, but I'd ask questions about gusts and how is that going to affect your airplane?

468
00:34:50,624 --> 00:35:03,330
Yeah, when I was thinking about it, was like, well, my ideal answer, and I guess the core
of the question is, uh an applicant, because check rides are what they are, they're hard

469
00:35:03,330 --> 00:35:07,242
to schedule, you you gotta get the stars aligned to get everything there.

470
00:35:07,242 --> 00:35:15,165
And so you're the day of, everything else is good, you're just worried about these guests,
your personal minimums would tell you to cancel.

471
00:35:16,309 --> 00:35:18,774
Did you say it was with inside your personal middle?

472
00:35:18,774 --> 00:35:25,215
Well, the personal minimums are 10, so, but they don't really handle gusts there, so it's
gusting above 12.

473
00:35:25,215 --> 00:35:26,461
Seth, no, I misunderstood.

474
00:35:26,461 --> 00:35:29,688
uh it was inside the personal minimums.

475
00:35:29,688 --> 00:35:40,948
No, and this is the discussion of like, would, would I be okay with somebody saying, Hey,
I realized my personal minimums coming into this check writer 10.

476
00:35:40,948 --> 00:35:42,978
It's gusting to 12.

477
00:35:43,231 --> 00:35:49,095
I'm willing to go out and, um, attempt to handle these gusts.

478
00:35:49,256 --> 00:35:56,128
But the, the risk management I have in place is there is a, there's another field that's

479
00:35:56,128 --> 00:36:02,161
within, you know, well within our reserve fuel range that has a runway that's aligned.

480
00:36:02,161 --> 00:36:10,364
So if it, if it exceeds my capability to land the airplane, I'm going to make the decision
to divert to that airfield during the checkride.

481
00:36:10,364 --> 00:36:16,727
And I was like, you know, I think that would be, I think you're showing me a couple of
different things there.

482
00:36:16,727 --> 00:36:21,889
You're showing me that, you know, you're not just blatantly violating your personal
minimums.

483
00:36:21,889 --> 00:36:24,728
You're putting a risk management, um,

484
00:36:24,728 --> 00:36:30,420
kind of tool in place to handle that should it exceed your capabilities.

485
00:36:30,420 --> 00:36:35,981
You know, and it brings up the topic of, well, are gusts something that you handle in your
personal minimums?

486
00:36:35,981 --> 00:36:39,562
Because I think a lot of times that's just kind of talking about steady state winds.

487
00:36:39,562 --> 00:36:51,372
uh But, you know, maybe you could put steady state as at 10 with up to a three to four
knot gusts, you know, but if you are...

488
00:36:51,372 --> 00:37:00,626
going to try to go with that gust factor, you need to have a plan to go to another field
and carry enough fuel to make it to that divert field to where you you don't put yourself

489
00:37:00,626 --> 00:37:09,349
in a basically we don't want you to put yourself in a position where we have to take over
the airplane as the examiner to land because that's that's going to be an automatic

490
00:37:09,450 --> 00:37:10,590
disapproval.

491
00:37:10,666 --> 00:37:11,506
It is.

492
00:37:11,506 --> 00:37:13,737
Um, yeah, man, I'd be cool with that.

493
00:37:13,737 --> 00:37:17,130
If they told me that now I would bring it up, Seth.

494
00:37:17,130 --> 00:37:22,022
Um, you being in the military, maybe in the military, we do the departure alternates.

495
00:37:22,022 --> 00:37:24,884
And I will say, have you noticed that we, we have these ideas.

496
00:37:24,884 --> 00:37:26,815
We're like, okay, yeah, the weather's bad.

497
00:37:26,815 --> 00:37:30,537
If something goes wrong, we're going here and you take off and that happens.

498
00:37:30,537 --> 00:37:33,899
Everyone is so bombed that they're doing this.

499
00:37:33,899 --> 00:37:36,300
They're like, my goodness, we're actually going somewhere else.

500
00:37:36,300 --> 00:37:39,854
We're, we're actually flying now without an engine.

501
00:37:39,854 --> 00:37:42,554
in the weather, go to the, this is horrible.

502
00:37:42,554 --> 00:37:44,934
I do not want to this.

503
00:37:45,414 --> 00:37:56,714
So just be aware of, if you start adding your contingency plans, you have to make yourself
do it and you have to make self follow the contingency plans.

504
00:37:56,714 --> 00:37:58,214
I've seen people have contingency plans.

505
00:37:58,214 --> 00:37:59,954
like, yeah, this happened.

506
00:37:59,954 --> 00:38:01,074
Yeah, I'm not doing that.

507
00:38:01,074 --> 00:38:03,022
Well, then it, it doesn't work.

508
00:38:03,022 --> 00:38:04,922
It's not really a contingency.

509
00:38:04,922 --> 00:38:06,042
It's not a contingency.

510
00:38:06,042 --> 00:38:10,182
But the point is, man, I love that you brought up personal minimums.

511
00:38:10,462 --> 00:38:13,882
First of all, you have to have personal minimums coming into the checkride.

512
00:38:13,882 --> 00:38:16,262
It's demanded by the ACS.

513
00:38:16,262 --> 00:38:18,922
So we're going to have to talk about them.

514
00:38:19,562 --> 00:38:24,382
Second of all, if the weather is exceeding that, bite the bullet and cancel the checkride.

515
00:38:24,382 --> 00:38:28,482
Say, hey, the weather is beyond my personal minimums.

516
00:38:28,482 --> 00:38:29,662
I just can't fly today.

517
00:38:29,662 --> 00:38:32,422
And if that happens before you step to the airplane,

518
00:38:32,492 --> 00:38:33,043
So be it.

519
00:38:33,043 --> 00:38:40,681
that happens the day before the checkride, uh sounds like your applicant today, they
canceled before y'all even started, right?

520
00:38:40,748 --> 00:38:41,288
Absolutely.

521
00:38:41,288 --> 00:38:43,620
Actually, Seth, I have no problem.

522
00:38:43,620 --> 00:38:50,225
I tell them um you can call me at two in the morning and I've had someone call me at four.

523
00:38:50,225 --> 00:38:51,576
And yeah, absolutely.

524
00:38:51,576 --> 00:38:55,709
Just just realize that by the phone, it may be a minute before I know what's happening.

525
00:38:55,709 --> 00:38:57,830
But no, I'm totally cool with that.

526
00:38:57,830 --> 00:38:58,891
And there's no charge.

527
00:38:58,891 --> 00:39:06,136
If I show up the day of and like I these are prepared and I'm there, there is a
cancellation fee.

528
00:39:06,136 --> 00:39:08,147
um So call me beforehand.

529
00:39:08,147 --> 00:39:09,262
I'll tell them.

530
00:39:09,262 --> 00:39:16,142
Wherever I'm going I'll actually tell them like hey it takes me 30 minutes to get to the
airfield So I need to be there at 7.

531
00:39:16,142 --> 00:39:17,822
Call me before 6 30.

532
00:39:17,822 --> 00:39:18,442
We're all good.

533
00:39:18,442 --> 00:39:25,662
Everything's cool And it is and it's telling me that they're prepared and they what's
happening

534
00:39:26,210 --> 00:39:26,470
Yeah.

535
00:39:26,470 --> 00:39:39,356
And I think that's, I wish there was like some uh standard operating procedures for
examiners because what I sympathize with these students that wait maybe two months for a

536
00:39:39,356 --> 00:39:45,959
checkride and then the day comes for the checkride and the weather is going to force them
to cancel and there's this pressure to get it done.

537
00:39:46,059 --> 00:39:50,365
And they know that, if I cancel this DPE is going to put me in the back of the line.

538
00:39:50,365 --> 00:39:51,571
I'm going to have to wait another two months.

539
00:39:51,571 --> 00:39:53,282
So here you are four months.

540
00:39:53,336 --> 00:39:56,707
you know, maybe waiting on a check ride because of a weather cancellation.

541
00:39:56,788 --> 00:40:10,363
So it sounds like you kind of have similar policy as me, where we, we try to build some
holes in our schedule to handle cancellations that we know, we just know that those are

542
00:40:10,363 --> 00:40:11,254
going to happen.

543
00:40:11,254 --> 00:40:14,775
And sometimes, sometimes the weather is just terrible.

544
00:40:14,775 --> 00:40:18,226
This year has been kind of the worst weather year for me as an examiner.

545
00:40:19,237 --> 00:40:22,102
I think I've canceled somewhere around 50%.

546
00:40:22,218 --> 00:40:25,401
of all of my scheduled check rides this year, so it's been tough.

547
00:40:26,804 --> 00:40:33,692
But you know, you're knowing your DPE's cancellation policy beforehand, that can be
helpful.

548
00:40:34,234 --> 00:40:38,068
So you know that you just know what the expectations are.

549
00:40:38,188 --> 00:40:40,280
Yeah, so, and that's straight up.

550
00:40:40,280 --> 00:40:50,248
If you are doing something correct, like if you're making decisions correctly for the
safety of you and everyone for your airplane, I'm going to work with you.

551
00:40:50,248 --> 00:40:58,434
So, and that's straight up, straight up with, say the day's beautiful and you come out and
do a check ride and you come out and there's just thunderstorms everywhere.

552
00:40:58,434 --> 00:40:59,736
It was not forecasted.

553
00:40:59,736 --> 00:41:00,947
I am going to work with you.

554
00:41:00,947 --> 00:41:07,764
Frankly, I will not charge an applicant that makes a good decision that if they didn't, it
could lead to a failure.

555
00:41:07,764 --> 00:41:10,849
I will work with you to get you in as quick as I can.

556
00:41:10,849 --> 00:41:11,750
And I don't charge them.

557
00:41:11,750 --> 00:41:18,190
I don't charge them for a discontinuous that was out of their control because they frankly
made the right decision.

558
00:41:18,190 --> 00:41:19,291
Yeah, same.

559
00:41:19,291 --> 00:41:30,179
I don't charge for discontinuances and mainly because I don't, you know, I feel like
that's maybe a little, it's problematic because now you're, you're charging them money to

560
00:41:30,179 --> 00:41:36,274
make a safe decision basically, you know, and that's, that's the part that I feel a little
bad about.

561
00:41:36,274 --> 00:41:38,085
So I just don't do it.

562
00:41:38,085 --> 00:41:40,587
And, know, it's just part of aviation.

563
00:41:40,587 --> 00:41:44,282
It's a, it's a compromise and, um, I have a good

564
00:41:44,282 --> 00:41:49,722
story, Seth, if, I don't think the lady would mind me saying, so a mom called me out on
that.

565
00:41:49,722 --> 00:41:56,442
So when I first started, uh, yeah, if I came out, I charged and this kid made a great
decision.

566
00:41:56,442 --> 00:42:04,382
Uh, one of the, um, uh, basically it's an arm that holds on the cowling was literally
sticking out the side of the airplane.

567
00:42:04,382 --> 00:42:08,062
And so the airplane was in, was unairworthy and he called it.

568
00:42:08,062 --> 00:42:10,242
I'm like, okay, yeah, man, come back, charge 400.

569
00:42:10,242 --> 00:42:11,586
His mom calls.

570
00:42:11,586 --> 00:42:14,607
He's like, Hey, I just want to ask.

571
00:42:14,607 --> 00:42:17,228
so he found a problem.

572
00:42:17,228 --> 00:42:19,618
If he would have took the airplane, would you have failed him?

573
00:42:19,618 --> 00:42:20,300
I'm like, would.

574
00:42:20,300 --> 00:42:21,970
Yeah, absolutely.

575
00:42:21,970 --> 00:42:25,822
And so she's like, so he legally did what was correct.

576
00:42:25,822 --> 00:42:27,053
I'm like, he totally did.

577
00:42:27,053 --> 00:42:30,794
And she goes, then why would you charge him to come back for making the right decision?

578
00:42:30,794 --> 00:42:32,015
I'm like, that's an excellent.

579
00:42:32,015 --> 00:42:34,866
Well, you pull the way that you say that sound that's perfect.

580
00:42:34,866 --> 00:42:35,896
You know, you're totally right.

581
00:42:35,896 --> 00:42:36,957
And so I'm not.

582
00:42:36,957 --> 00:42:39,950
And so ever since then, I've not charged.

583
00:42:39,950 --> 00:42:41,950
He's that lady was 100 % correct.

584
00:42:41,950 --> 00:42:43,990
You're making a right decision.

585
00:42:43,990 --> 00:42:46,150
Frankly, you're making a legal decision.

586
00:42:46,250 --> 00:42:48,390
And yeah, I'm not gonna hold that against you.

587
00:42:48,460 --> 00:42:56,202
Yeah, no, I think that's a good policy and it does, it is a true compromise because that's
still time out of our schedule.

588
00:42:56,202 --> 00:43:05,635
Um, you know, that we can't get other, you know, cause we all have kind of other jobs that
we could be doing to earn income.

589
00:43:05,695 --> 00:43:10,966
And so now we've essentially used up another spot where we can't book another check grade.

590
00:43:10,966 --> 00:43:15,297
So I get it from the DP's standpoint, but that's why I think it's a compromise.

591
00:43:15,297 --> 00:43:18,038
Now that, that is also a reason why I think.

592
00:43:18,478 --> 00:43:30,685
uh One of the reasons why DPE prices are what they are is because there's no guarantee,
there's no pay protection in other words, for when we book a day to do check rides.

593
00:43:30,685 --> 00:43:40,630
So that means when we do charge for a check ride, we have to kind of bake that into the
price a little bit to make it worth our while to even do this job, which takes a lot of,

594
00:43:40,630 --> 00:43:42,191
there's a lot of planning that goes into this.

595
00:43:42,191 --> 00:43:43,842
There's a lot of time out of our day.

596
00:43:43,842 --> 00:43:47,374
It isn't just the check ride where we're working.

597
00:43:47,374 --> 00:43:48,614
uh

598
00:43:48,978 --> 00:43:51,039
and earning there, you know, so.

599
00:43:51,620 --> 00:43:52,051
Yeah.

600
00:43:52,051 --> 00:43:53,171
That's, that's a point.

601
00:43:53,171 --> 00:43:55,773
Well, let's move on to uh some maneuvers.

602
00:43:55,773 --> 00:44:03,869
We talked about some maneuvers, but a lot of stuff on the ground, which I think is
unfortunate because that's kind of the easiest stuff to prepare for.

603
00:44:04,489 --> 00:44:09,273
and there's a lot of resources to get ready for the ground, but now let's get to the air
side of things.

604
00:44:09,273 --> 00:44:11,355
So this is the actual monkey skills, right?

605
00:44:11,355 --> 00:44:13,075
The stick and rudder flying.

606
00:44:13,096 --> 00:44:16,658
What are you seeing applicants struggle with on the checkride?

607
00:44:17,110 --> 00:44:23,308
I see them struggling with pilotage and dead reckoning and setting up the admin stuff as
well.

608
00:44:23,308 --> 00:44:25,682
So please have your NavLog out.

609
00:44:25,682 --> 00:44:27,624
Don't have it in a backpack.

610
00:44:27,624 --> 00:44:29,106
Don't have it back.

611
00:44:29,106 --> 00:44:30,387
yeah, that's my favorite.

612
00:44:30,387 --> 00:44:34,088
Yeah.

613
00:44:34,809 --> 00:44:43,553
So what you're talking about is actually covered in Air Evaporation 1 Task D is our
cross-country flight planning.

614
00:44:43,553 --> 00:44:45,354
So we'll cover this in the oral.

615
00:44:45,354 --> 00:44:53,268
And what I've seen, I've seen the same exact thing happen where we cover the nav log in
the ground and then the nav log gets put away.

616
00:44:54,252 --> 00:45:04,505
But remember that nav log is gonna have to come back out because we're actually gonna use
it in area of operation six, which is a flight portion of the checkride.

617
00:45:04,505 --> 00:45:07,926
So that nav log is gonna be used twice during the checkride.

618
00:45:07,926 --> 00:45:12,147
It'll be used once during the ground where we're evaluating your ability to plan.

619
00:45:12,207 --> 00:45:22,550
And then you're gonna have to use that nav log and the map to do pilotage and dead
reckoning, which is again, area of operation six task A is our pilotage and dead

620
00:45:22,550 --> 00:45:23,510
reckoning.

621
00:45:23,648 --> 00:45:25,179
you need to have access to that.

622
00:45:25,179 --> 00:45:32,902
And boy, is that frustrating when we get airborne and the nav log isn't, like I look over
it, I don't see a nav log anywhere.

623
00:45:32,943 --> 00:45:34,763
And it's in a backpack back there.

624
00:45:34,763 --> 00:45:39,346
And I don't know about your plan of action, my plan of action, that's usually the first
task that we do.

625
00:45:39,346 --> 00:45:42,387
We take off and pretend like we're going on our cross country.

626
00:45:43,228 --> 00:45:47,280
And so usually it's somewhere around the engine run up is complete.

627
00:45:47,280 --> 00:45:48,710
I'm like, hey, uh

628
00:45:49,270 --> 00:45:52,192
You know, we're, we're navigating using pilotage and dead reckoning.

629
00:45:52,192 --> 00:45:54,503
just so you know, the GPS is inoperative.

630
00:45:54,503 --> 00:45:57,335
You can't use the moving map on foreflight.

631
00:45:57,335 --> 00:46:02,798
Um, you know, then I think that's what you're getting at is they're not prepared for that.

632
00:46:02,798 --> 00:46:04,419
aspect of it.

633
00:46:04,419 --> 00:46:05,159
no, they're not.

634
00:46:05,159 --> 00:46:21,117
uh so yeah, was instructors practice that practice actually doing that because you're
saying they can and guys, can get into this debate about not having GPS, but really it's

635
00:46:21,117 --> 00:46:26,929
part of like the private pilot check ride for cross country plan, do a pilot and dead
directing that you need to know how to do it.

636
00:46:26,929 --> 00:46:28,430
Uh, so

637
00:46:28,430 --> 00:46:29,490
You have to.

638
00:46:29,490 --> 00:46:38,210
Air evaporation 6 task A skill 2 is navigate by pilotage, which doesn't involve a GPS.

639
00:46:38,210 --> 00:46:40,670
So that's a skill you have to demonstrate.

640
00:46:40,770 --> 00:46:48,970
again, that's kind of like the law aspect, the 49 Nautical mile cross country versus the
50.

641
00:46:49,630 --> 00:46:50,810
It's the law.

642
00:46:50,810 --> 00:46:54,926
The skill is what we have to evaluate and we have to evaluate pilotage.

643
00:46:54,926 --> 00:46:55,946
Yes.

644
00:46:56,446 --> 00:46:56,946
Yeah.

645
00:46:56,946 --> 00:47:09,486
So man, some of the more maneuvers that I've seen, um, it's okay to, if you get off
heading or your altitude and you get back on it, um, I'm actually looking for that.

646
00:47:09,506 --> 00:47:11,506
So, uh, be diligent with that.

647
00:47:11,506 --> 00:47:22,766
So steep turns have always, uh, relative been good from what I've seen for the private
pilot, the commercial, Oh, the stalls, please know what is expected of you.

648
00:47:22,766 --> 00:47:25,926
on the stalls based on your ACS.

649
00:47:26,326 --> 00:47:28,586
So, yeah, do you need to do a full stall?

650
00:47:28,586 --> 00:47:31,286
Do you need to do the first indications?

651
00:47:31,286 --> 00:47:35,146
And then slow flight, please slow to the slowest speed.

652
00:47:35,886 --> 00:47:41,806
Like some people do these shuffles where we fly around at 90, then we'd fly around at 80,
then we'd fly around at 70.

653
00:47:41,806 --> 00:47:44,386
I just need to see what the ACS says.

654
00:47:44,806 --> 00:47:49,206
So, oh, and one thing I've seen for all of these, please clear the area.

655
00:47:49,986 --> 00:47:51,866
Always clear the area.

656
00:47:51,994 --> 00:47:58,617
I've had people like start looking around and you could tell them like, man, I see an
airplane here, but I don't, I don't want to stop this maneuver.

657
00:47:58,617 --> 00:48:00,938
I'm looking for you to stop the maneuver.

658
00:48:01,218 --> 00:48:04,069
Assume that I see the airplane and I see what's happening.

659
00:48:04,069 --> 00:48:08,911
And I'm just, I am sitting here because you start the maneuver and you set up and you stay
away from the airplane.

660
00:48:08,911 --> 00:48:11,742
That's frankly what I'm looking for in stuff with that.

661
00:48:11,742 --> 00:48:20,430
So I've seen that um know how to fly for like the private pilot.

662
00:48:20,430 --> 00:48:23,590
Please know what to do if you get into IMC.

663
00:48:24,030 --> 00:48:26,970
So many times people were like, well, I'm just going to immediately dissent.

664
00:48:26,970 --> 00:48:31,370
I was like, ah, no, please, please don't.

665
00:48:31,570 --> 00:48:32,850
Man, it will take questions.

666
00:48:32,850 --> 00:48:35,170
I'm like, so is there anyone that could help you here?

667
00:48:35,170 --> 00:48:37,930
It takes like three or four questions to contact ATC.

668
00:48:37,930 --> 00:48:48,290
I'll tell you right now from what I've seen in my research, Seth, correct me if I'm wrong,
the people that have survived this have called ATC and they know what to do, frankly, and

669
00:48:48,290 --> 00:48:49,302
they will watch you.

670
00:48:49,302 --> 00:48:51,924
And they will make sure, frankly, you're doing it.

671
00:48:51,924 --> 00:49:02,663
And then if you do have to descend, now they are putting you in area to do it and they are
watching you and, um, man, and I've had someone like, well, so you're saying I get in the

672
00:49:02,663 --> 00:49:04,695
weather and I call them and I just lose my license.

673
00:49:04,695 --> 00:49:05,396
Yes.

674
00:49:05,396 --> 00:49:06,376
Because you'll die.

675
00:49:06,376 --> 00:49:07,637
Like, yeah, absolutely.

676
00:49:07,637 --> 00:49:08,766
Um,

677
00:49:08,766 --> 00:49:11,117
And yeah, that's a great point.

678
00:49:11,117 --> 00:49:14,609
You know, what I see that I don't like is the descent.

679
00:49:14,609 --> 00:49:16,130
Boy, is that terrible.

680
00:49:16,130 --> 00:49:17,390
Because you don't know where you're at.

681
00:49:17,390 --> 00:49:22,652
You can't know that there's, you know, there may be a terrain or obstacles below you.

682
00:49:22,853 --> 00:49:24,013
So don't descend.

683
00:49:24,013 --> 00:49:26,575
Please don't descend if you get an IMC.

684
00:49:26,575 --> 00:49:34,272
And the other thing that I bring up, and usually this is a debrief point because a lot of
the private pilots immediately start 180 degree turn.

685
00:49:34,338 --> 00:49:37,020
When I tell them, you flown into IMC, what do you do?

686
00:49:37,020 --> 00:49:39,060
And they immediately go into a turn.

687
00:49:39,321 --> 00:49:43,213
And that's not necessarily incorrect, but we do debrief it.

688
00:49:43,213 --> 00:49:52,728
And the reason I debrief it, I don't know your thoughts on this, but my thought is if, if
you're not instrument rated and you find yourself in IMC, the first thing you should do is

689
00:49:52,728 --> 00:50:00,993
probably just maintain straight and level and not put yourself in a turn, which could
seriously turn into a spiral really quickly if you're not trained.

690
00:50:00,993 --> 00:50:03,494
um,

691
00:50:03,648 --> 00:50:10,242
A lot of the inadvertent weather penetrations happen, think they're more insidious.

692
00:50:10,242 --> 00:50:12,443
It's not like you've flown into a cloud.

693
00:50:12,443 --> 00:50:21,587
It's more like you're flying around, maybe the visibility is like five miles and the
visibility slowly deteriorates until it's basically nothing.

694
00:50:21,588 --> 00:50:25,830
And maybe you've been IMC for a few minutes.

695
00:50:25,830 --> 00:50:29,992
So maybe 180 degree turn isn't going to immediately put you out of this weather.

696
00:50:30,152 --> 00:50:33,644
So yeah, I think you're a hundred percent correct there.

697
00:50:33,772 --> 00:50:37,234
straighten level, confess, talk to ATC.

698
00:50:37,234 --> 00:50:43,988
If anything, climb maybe, but just maintain altitude heading, wings level, contact ATC.

699
00:50:43,988 --> 00:50:47,022
If you're not on flight following, go to 120.15.

700
00:50:47,430 --> 00:50:51,352
Get some help immediately because that is gonna save your life.

701
00:50:51,352 --> 00:50:54,253
And you're not gonna lose your license over that.

702
00:50:54,354 --> 00:50:56,375
It's not like you intentionally did it.

703
00:50:56,375 --> 00:50:58,266
You went out and you had a problem.

704
00:50:58,266 --> 00:50:59,386
The FAA is gonna work with you.

705
00:50:59,386 --> 00:51:02,158
They're not gonna just come in and pull your license.

706
00:51:02,158 --> 00:51:03,038
Exactly.

707
00:51:03,038 --> 00:51:04,078
And you did the right thing.

708
00:51:04,078 --> 00:51:11,518
You're like something happened and you confessed and yes, you get a 121.5 all those guys
that meow on that frequency will totally help you out.

709
00:51:11,518 --> 00:51:13,218
They will get you.

710
00:51:13,218 --> 00:51:15,638
They will get you to the right frequency.

711
00:51:15,638 --> 00:51:16,974
Somebody will help you.

712
00:51:16,974 --> 00:51:19,694
Yeah, there's always somebody on 120.15.

713
00:51:20,174 --> 00:51:21,354
all right.

714
00:51:21,674 --> 00:51:25,474
How about, what are you seeing on stalls?

715
00:51:25,474 --> 00:51:26,654
Man, I've beat that up.

716
00:51:26,654 --> 00:51:34,254
Yeah, the stalls, the way I'm expecting you to do the stall, yeah, don't do the phases and
don't do a specific speed.

717
00:51:34,254 --> 00:51:43,094
I'm actually expecting you to slow the airplane down until I hear kind of just the
beginnings of that stall horn chirp and then add power to get right above that because

718
00:51:43,094 --> 00:51:45,478
then I know we're truly at the...

719
00:51:45,622 --> 00:51:58,459
Slow flight speed that's what the ACS tells us to so just slowing to an arbitrary 60 knots
You know that's slow ish speed, but that that may not be actually slow flight So I don't

720
00:51:58,459 --> 00:52:01,670
know if you're seeing that but that's that's definitely something to run into you

721
00:52:01,910 --> 00:52:09,433
Yeah, the one thing, and I think from what I've seen, they do know what that horn to go
off because they're basically, no, I've got to the horn.

722
00:52:09,433 --> 00:52:12,314
Well, you're seeing where your speed is.

723
00:52:12,314 --> 00:52:19,207
And then also the one thing that I look for, man, we're good if the horn goes off and you
immediately correct for it.

724
00:52:19,207 --> 00:52:22,519
And then now you're sitting at airspeed and you can fly that speed.

725
00:52:22,519 --> 00:52:23,969
You're telling me that you could do this.

726
00:52:23,969 --> 00:52:29,902
You're telling me that you can do slow flight and you know that that horn is telling you
something's bad.

727
00:52:30,070 --> 00:52:31,651
I'm looking for that.

728
00:52:31,651 --> 00:52:36,956
Yeah, and it's actually in, so if you're the private pilot, it's in the commercial as well
for the ACS.

729
00:52:36,956 --> 00:52:47,494
The page 76 of the private pilot, uh it has the maneuvering during slow flight and it
specifically says that a momentary activation doesn't constitute unsatisfactory

730
00:52:47,494 --> 00:52:53,910
performance uh as long as you add power, you know, you're just holding the stall horn on.

731
00:52:53,910 --> 00:52:57,652
So a momentary activation, completely fine.

732
00:52:57,990 --> 00:52:59,106
So that's...

733
00:52:59,106 --> 00:53:00,710
That's the slow flight problem.

734
00:53:00,710 --> 00:53:02,183
How about emergency procedures?

735
00:53:02,183 --> 00:53:06,912
Are you seeing some deficiencies in how applicants are handling emergency procedures?

736
00:53:06,924 --> 00:53:07,234
Yes.

737
00:53:07,234 --> 00:53:13,197
If it's a multi-engine and you actually have to shut down the engine, use the checklist,
use the checklist.

738
00:53:13,197 --> 00:53:25,972
Um, so, uh, now with that said, I've had people use the checklist and they've actually
missed, I've had someone miss an item on the checklist and I still pass them because what

739
00:53:25,972 --> 00:53:27,663
they did was correct.

740
00:53:27,663 --> 00:53:30,214
was humorous, but it was correct.

741
00:53:30,214 --> 00:53:32,385
They didn't know what part of the checklist they missed.

742
00:53:32,385 --> 00:53:34,744
So they grabbed this giant book.

743
00:53:34,744 --> 00:53:38,896
for this Comanche threw it on my lap and said, go to the page.

744
00:53:38,896 --> 00:53:41,767
I tell you to, I'll like, oh okay.

745
00:53:41,767 --> 00:53:43,097
Yeah, I'm looking for that.

746
00:53:43,097 --> 00:53:45,078
So did not have to be there.

747
00:53:45,078 --> 00:53:46,759
Like I was literally in his way.

748
00:53:46,759 --> 00:53:49,820
And so he figured out, he got into the book.

749
00:53:49,820 --> 00:53:52,301
He figured out what part of the checklist that he was missing.

750
00:53:52,301 --> 00:53:54,122
He forgot to the magneto back on.

751
00:53:54,190 --> 00:53:57,826
Yeah m

752
00:53:57,826 --> 00:53:59,547
So, but he figured it out.

753
00:53:59,547 --> 00:54:03,280
But with that said, a lot of times they won't, they won't use the checklist.

754
00:54:03,280 --> 00:54:04,672
They'll miss something.

755
00:54:04,672 --> 00:54:06,953
And then it's just, and then I have to intervene.

756
00:54:06,953 --> 00:54:11,297
Um, the reason why I tell that story there, I did not have to intervene.

757
00:54:11,297 --> 00:54:15,030
He figured something was out, but that's when he went to the checklist.

758
00:54:15,030 --> 00:54:23,040
And what happened was he was not used to going through the regular checklist that he
missed an item and thought everything was okay.

759
00:54:23,040 --> 00:54:28,734
So really make sure you know your checklist and that you're checking that you're going to
be busy.

760
00:54:28,734 --> 00:54:33,297
You're going to be stressed and it is a checklist, but you need to know what's on it.

761
00:54:33,297 --> 00:54:38,261
Um, so, man, I've come back to, I'd chair fly all those checklists.

762
00:54:38,261 --> 00:54:50,049
would know where every item is, especially if it is a applicable item, meaning it's only
applicable in certain settings, certain situations that you know that as well.

763
00:54:50,049 --> 00:54:51,106
Um,

764
00:54:51,106 --> 00:54:58,130
So because I've seen a lot of not using checklists because yeah, you have an engine
failure or on a single engine.

765
00:54:58,411 --> 00:55:00,472
Like I'm going to give you a scenario.

766
00:55:00,472 --> 00:55:02,614
Um, we have to have a scenario based.

767
00:55:02,614 --> 00:55:07,397
So I'm going to give you a scenario and I'm going to watch what you're doing.

768
00:55:07,397 --> 00:55:13,501
Um, so if I give you a engine fire, please don't go through the restart checklist, know?

769
00:55:13,501 --> 00:55:17,094
So yeah, so be, be ready for that.

770
00:55:17,094 --> 00:55:20,850
I'm going to see that you can apply where you.

771
00:55:20,850 --> 00:55:24,971
are and what type of emergency and stuff.

772
00:55:24,971 --> 00:55:29,833
I'm totally fine with using acronyms to help you get to your checklist.

773
00:55:29,833 --> 00:55:31,893
uh Gump's check is awesome.

774
00:55:31,893 --> 00:55:40,135
uh I look for that, but then I still looking that you check to make sure you know where
the gear is.

775
00:55:40,135 --> 00:55:40,956
That's something too.

776
00:55:40,956 --> 00:55:49,550
If you guys bring a complex airplane, be ready to actually do like an engine failure.

777
00:55:49,550 --> 00:55:53,950
Like I'm going to ask you if that prop is just all that drag, I'm going to ask about it.

778
00:55:54,090 --> 00:55:57,110
could we, what's with this blue lever, anything we can do here?

779
00:55:57,110 --> 00:55:57,730
You know?

780
00:55:57,730 --> 00:56:00,090
Um, so be, be ready for that.

781
00:56:00,110 --> 00:56:01,790
Um, uh, be ready.

782
00:56:01,790 --> 00:56:03,310
Um, I love the arrow.

783
00:56:03,310 --> 00:56:04,890
love doing check rides in the arrow.

784
00:56:04,890 --> 00:56:06,430
Be ready for that.

785
00:56:06,430 --> 00:56:08,950
Um, so either override the gear or something.

786
00:56:08,950 --> 00:56:14,670
If it's not messing with you, know your airplane and your checklist with the emergency
procedures.

787
00:56:15,050 --> 00:56:16,010
I, there's the question.

788
00:56:16,010 --> 00:56:18,766
Long story long said, yes, I have, I've seen a few things.

789
00:56:18,766 --> 00:56:28,426
Yeah, I'll also bring up the new ACS that came out last year also added skill three to
area of operation.

790
00:56:28,426 --> 00:56:34,146
I think this is area of operation nine, which is your emergency procedures, emergency
equipment.

791
00:56:34,206 --> 00:56:37,666
But task D there is emergency equipment and survival gear.

792
00:56:37,666 --> 00:56:44,186
Skill two or sorry, skill three is simulate ballistic parachute deployment procedures if
equipped.

793
00:56:44,186 --> 00:56:45,546
And that's a skill.

794
00:56:45,740 --> 00:56:56,859
So if you're taking a checkride in an aircraft like a Cirrus that's equipped with a
ballistic parachute, part of our plan of action as examiners is to actually force you to,

795
00:56:56,859 --> 00:57:01,503
you you have to demonstrate the simulated use of that ballistic parachute system.

796
00:57:01,782 --> 00:57:05,887
So that's kind of a new one that's been added uh relatively recently.

797
00:57:05,887 --> 00:57:14,818
uh But yeah, and what I'll add to what you were saying, I like, I had a similar instance
where somebody ran a checklist incorrectly.

798
00:57:14,818 --> 00:57:16,879
They couldn't get the engine restarted.

799
00:57:17,298 --> 00:57:23,354
I didn't wind up giving them a disapproval for checklist usage because they eventually
found it.

800
00:57:23,354 --> 00:57:30,889
But the problem was while they were troubleshooting, we lost 500 feet and we got like 30
degrees off heading.

801
00:57:31,430 --> 00:57:39,135
And that's what I failed them for is because we didn't maintain aircraft control while you
were troubleshooting this emergency.

802
00:57:39,396 --> 00:57:42,318
So make sure you're flying the airplane.

803
00:57:42,318 --> 00:57:51,998
If you just maintain aircraft control and you can maintain altitude, or if you're engine
out, at least maintain the direction where you're going to do the forced landing.

804
00:57:52,158 --> 00:57:59,038
In the case of a single, if you're in a multi, you know, if you're above drift down speed,
you might be losing some altitude.

805
00:57:59,038 --> 00:58:03,358
In this case, we were well below our absolute ceiling.

806
00:58:03,358 --> 00:58:05,558
So we could have maintained altitude.

807
00:58:05,558 --> 00:58:06,658
We just weren't.

808
00:58:06,658 --> 00:58:09,338
And then we weren't maintaining heading at all.

809
00:58:09,338 --> 00:58:11,864
So that's another case that could

810
00:58:11,864 --> 00:58:17,316
cause of failure is we give you this emergency and while you're running the checklist you
stop flying the airplane.

811
00:58:17,697 --> 00:58:26,901
Yeah I've had this happen on the navigation section where I tell them to tune in a VOR and
they're having trouble with it and we wind up getting off heading an altitude.

812
00:58:28,121 --> 00:58:37,266
know it takes you 15 minutes to find the VOR I'm not gonna fail you for that but if you
lose control of the aircraft while you're doing it then that's grounds for disapproval.

813
00:58:37,730 --> 00:58:38,210
100%.

814
00:58:38,210 --> 00:58:40,090
So yes, that's a real quick.

815
00:58:40,090 --> 00:58:42,730
thing you're talking about the emergency equipment.

816
00:58:42,730 --> 00:58:43,950
I've seen this before.

817
00:58:43,950 --> 00:58:46,590
If you do have it on your plane, you're totally right.

818
00:58:46,590 --> 00:58:52,670
We are going to talk about it, but some of the things I've seen, I've seen people not use
it and they still have the flags in.

819
00:58:52,670 --> 00:59:04,190
like the jettison, um, so kind of from where I'm coming from military background and
correct me if wrong, you do not take off an airplane with flags hanging off of emergency

820
00:59:04,190 --> 00:59:04,650
equipment.

821
00:59:04,650 --> 00:59:07,330
Like that is highly frowned upon.

822
00:59:07,414 --> 00:59:16,621
Yeah, the only pin that should be in, like if you're flying a Cirrus, the only pin that
should be in regularly is the pin in the fire extinguisher.

823
00:59:16,621 --> 00:59:26,768
oh the pin, if you have a ballistic parachute with a T handle, that pin needs to be pulled
unless the system is inoperative.

824
00:59:26,869 --> 00:59:30,632
And if the system is inoperative, that brings up other certification issues.

825
00:59:30,632 --> 00:59:31,952
It depends on the aircraft.

826
00:59:31,952 --> 00:59:34,484
Some aircraft can fly with it inoperative.

827
00:59:34,770 --> 00:59:38,232
But the Cirrus, for instance, cannot, that's part of the airworthiness requirements.

828
00:59:38,232 --> 00:59:51,509
Um, which brings up whole other conversation, know, so just, you know, I'm giving a little
bit more check rides in the Cirrus aircraft and, and that ballistic parachute system does

829
00:59:51,509 --> 00:59:57,122
bring up some, some additional topics to be, prepared to cover both in the oral and in
flight.

830
00:59:57,122 --> 00:59:57,622
All right.

831
00:59:57,622 --> 01:00:00,274
Well, any other things that you'd like to cover?

832
01:00:00,274 --> 01:00:04,546
Man, you, you've covered a lot of ground that I like what we've talked about so far.

833
01:00:04,606 --> 01:00:06,911
anything you'd like to follow up with.

834
01:00:07,182 --> 01:00:08,082
Well, thank you, Seth.

835
01:00:08,082 --> 01:00:18,847
Not really because I mean, we have, mean, I would say if you're willing to do it, probably
do more of these because yes, we could go on for hours on this type of stuff, man.

836
01:00:18,847 --> 01:00:25,480
just, I just summarize the pilot and command follow the ACS and things will be fine.

837
01:00:25,480 --> 01:00:26,951
You're going to make mistakes.

838
01:00:27,031 --> 01:00:31,663
And, but if you are commanding them, frankly, we're good.

839
01:00:31,663 --> 01:00:34,474
Like if you're telling me how a door works and

840
01:00:34,730 --> 01:00:38,171
You say the wrong thing or you get the wrong latch.

841
01:00:38,171 --> 01:00:39,111
Man, we're good.

842
01:00:39,111 --> 01:00:45,053
Like, I mean, as long as you correct it, like a door doesn't fall off or something of that
nature, we're fine.

843
01:00:45,053 --> 01:00:48,694
Um, and relax, relax on your check ride.

844
01:00:48,694 --> 01:00:56,036
Uh, one of the things is I've, I don't think people spend as much time with their C or
CFI.

845
01:00:56,036 --> 01:00:58,130
And I know CFI is probably won't want to hear this.

846
01:00:58,130 --> 01:01:02,688
I know your CFI, meaning if you don't know how to do something.

847
01:01:02,742 --> 01:01:06,224
You go to your CFI until they do it.

848
01:01:06,224 --> 01:01:09,866
Even if they charge you, which they probably will, it is a business.

849
01:01:09,866 --> 01:01:14,659
It's totally worth going through and charge them charging you.

850
01:01:14,659 --> 01:01:17,350
Then you having to take another check ride.

851
01:01:17,774 --> 01:01:19,254
Yeah, 100%.

852
01:01:19,254 --> 01:01:21,694
Yeah, I agree with that for sure.

853
01:01:21,694 --> 01:01:26,234
And then I'll always say this, get a good night's rest beforehand.

854
01:01:26,234 --> 01:01:37,134
Don't stay up late studying because man, coming into a track ride, not well rested and
just feeling bad, that's really a good way to make some poor decisions and have a bad

855
01:01:37,134 --> 01:01:37,974
outcome.

856
01:01:37,974 --> 01:01:39,894
All right, well, Tom, I really appreciate you, Tom.

857
01:01:39,894 --> 01:01:41,994
Maybe we'll do this again.

858
01:01:41,994 --> 01:01:47,354
But this is, you're the first episode, so I'm excited about getting this out there.

859
01:01:47,458 --> 01:01:48,896
hearing what folks have to say about.

860
01:01:48,896 --> 01:01:50,904
Awesome, well thank you Seth, thanks for having me.

861
01:01:50,904 --> 01:01:51,898
Thanks, Tom.