Certified Flight Instructor FOI Written Test Debrief

Alright, so Gary, just tell us how you prepped for the written test. What exactly did you use?

Well, of course I got the ASA test prep off the Internet to where I could go through the questions over and over. And you know, a big thing for me to learn was the FOIs because it's not exactly helicopter stuff.

Right.

And so of course, being a member of your ground school, I was able to watch a lot of that being fed to me, spoon fed over and over and over and over. And then I downloaded the study guide, the FOI study guide from your, from your site to where I could just take it with me wherever I go and, and just keep reading it and pounding it in my head.

Okay, so on that, I know you did tell me that you used that so that they know this isn't just a ploy plug in the ground school, you, before you got here, a week or two, few weeks ago, you said that that was a big help to you, right? For the written test.

Absolutely. It just, I mean, this little thing that I downloaded from your site, it just cuts it right down to the meat and potatoes. I guess there's references, you know, where to go to read at length on the subject, but it just gives you the bare basics that you need to learn.

Okay.

It really helped me a lot.

Okay, so to verify that is in the certified flight instructor section, underneath the FOI downloads is what Gary's talking about. We just downloaded it, made it in a little book. So you have those, you're in the CFI section now. You'll have those downloads that you can use to help prepare for the foi. And those are compliments of Brian Rutledge, our operations manager from California. I will, I will say. So, Gary, tell us, how did you score on the, do you want to tell us what your scores were on the written.

Well, I was in the 80s for the certified flight instructor mostly because, and I was prepared for it. And going through the asa, there's gyrocopter questions and there's a lot of the old navigation questions, of course, with VORs and DMEs, and I struggle with those things because they're not used every day. But then on the FOI test, which is a separate test, a 50 question test instead of the 100 question standards, I only missed two. And so I was, I was pleased with the outcome of the FOI test.

So tell us, you said you used the asa. Did the asa, did they send, did you have an actual book or was it all online?

They give you, well, they give you the book which is supposed to be every combination question that you. That you're going to end up seeing. And then of course, the. The one book covered FOI and the certified flight instructor questions. And then there's five online tests that you can take for free after you purchase the ASA book.

Okay. So you use the books to go through and study and then they have online actual testing to just test yourself and score yourself.

Yes.

Okay. I've always recommended webexams.com but if ASA has one with that program, then that sounds pretty good too. So in essence, you used ASA material, their books, the online, and then also the FOI study guide that's in online ground school, right?

Yes.

Okay, so would you say that during these written, there's a lot of crap that you're probably never going to use? Correct. Hate to say it that way, but you mentioned something about earlier, before we started, about lot of the airplane stuff.

Or what did you say on the FOI test? You know, they're referencing different types of instructing scenarios to lead you to come up with the answer. And some of it is airplane stuff. And then on the CFI section, it seemed like I got hit with at least 10 or 15 questions of gyrocopter handling, which is, they handle, you know, different than a helicopter. And so some of those questions, I just had to suck it up and learn what the answers are to them by studying the ASA questions.

So would you say that someone working on their written for the cfi, you got to just kind of pay your dues and get through it, Right? Because there's a lot of stuff that you just got to learn that it learn the question well enough to at least answer it, because it's stuff that you're never going to use, but you got to do it. You've got to get through the written. So I just recently had somebody else sending me some questions going, look at these big, long, horrible. It was like X, Y, Z, pressure, altitude. And it got really intel. And I read this big, long question. I'm like, oh my God. You know, it was like ungodly long and drawn out. And I'm like, well, just get through it the best you can. Because that's one of those questions that just some of that stuff they put in there is just overboard and it's just too much.

Yeah, I would agree. I knew that the fois was something that I'm going to have to have a pretty good grasp on for checkride as well. So, you know, in addition to just passing the written test, I give it More sincerity, you know, in learning the fois.

Right.

But definitely a lot of that stuff on the written test is just like you said, pay your dues.

Right? Okay, so that covers the written test. Next, any of you that have been in the online ground school very long know that I'm always harping on the pts. Always, always, always. So Gary's done this private with me. Gary's in his commercial with me, and I pretty much, pretty sure he knows what I'm going to ask him here. I'm going to ask him to give me a little impromptu lesson on the practical test standards, and I'm also going to want him to tell me what the most important pages in here, in this book as far as I'm concerned and just what, what he would, what he would teach the examiner on the CFI checkride, meaning during your CFI checkride, most likely what your examiner is going to do. Like my examiner has done with me for 15 years, I've used the same guy. I've done a ton of CFI checkrides. He says, during the CFI checkride, teach me as though I have 10 or 15 hours. I've just started flying, haven't done a lot of ground school yet. So the examiner isn't expecting you to teach him as though he's like a CFI student. He's going to expect you to teach him at the beginner level. So when you're formulating your CFI lesson plans, you're getting ready to go see the examiner in general, it's pretty typical for them to say, okay, teach me at the private level. They're not expecting a, you know, CFI level lesson. They're expecting just a simple, very simple private pilot level example. I will switch back to you, Gary, and just give us a little quick, impromptu, as though I'm the examiner and I've just said, okay, I've got 10 or 15 hours. You just start introducing the books to me. Tell me what's important about that pts.

Well, I would tell you to get you a copy of the private pilot pts. And this will end up being your test on checkride day. And most importantly, before you leave home base to go to your checkride, there's a page of, it's, it's called Applicants Practical Test Checklist. And this is basically the list of things that you need to have in order for the examiner when you get there. You can see when I went for my commercial, which is going to end up being the same book, but when I went for my commercial, we just went Right down through this, that day. We spent the entire day in your office just making sure we had everything for the examiner and it was all in order and we just checked them off as we went.

When I was a brand new instructor, the company that I worked for sent me out with the examiner just to kind of get to know him. And it's the same guy I'm using 15 years later and we're walking out to the helicopter and I said, so give me, you know, since I'm a brand new instructor, give me some tips about, you know, how to be a good instructor, what I want to do, what I want to say. And. And he didn't say much. All he said was make sure you go through the pts and make sure that you have everything you need when you show up for checkrides. I have a big problem with people showing up and not being prepared. They have the wrong written test or they didn't bring an E6B. Whatever the case is, you got to make sure you have everything in that list and you got to start working with your students weeks ahead of time. There's nothing worse than being with your student the night before and you're searching for a chart and you're calling around going, we don't have this, we don't have that. So that's why I say that that is the most important page in there. And Gary just pointed out how we went through that prior to going for his commercial. And we just, he just did this a few months ago and he smoked it. One of the best checkrides I've done in 15 years. And that's the key. It's about, it was about getting ready. We even did a little video one day that maybe you may or not have seen. Maybe I'll throw that in here while I'm talking. But time lapse, just showing us what we were doing, just getting ready for the commercial in like four hours, in one day, just signing papers and going through the pts and how long and how busy you are just getting the paperwork ready. So that is really, really important. So we'll go back to Gary and what else would you want to tell a student about that book? So you're going to tell them about that page, how important it is. What else would you want to tell them about that book?

Well, as we got close to the check ride preparation, of course I would tell them, this is your test, these are standards you're going to have to fly to. And so I would have them get this book and have it there, you know, for when checkride preparation gets here.

Okay, so is there a section in there that's relevant to add on pilots when you're teaching add on pilots?

Well yeah, there is a table that basically goes down and tells you specifically each task depending on from what license you're adding on from for example areas of operation. One for single engine aircraft, adding on helicopter, they would have to complete tasks F as in Frank, G as in golf.

Okay, and like the next section.

Yeah, sorry.

Okay, and then the next section shows all. Yes, Number two, they have to do everything in that section of the pts, then the next one bnc. So, so point is when you're working with an add on pilot, that's where you'll go to when they go, well what do I have to do for sure, what do I not have to do for the add on? That's where you go to show them.

Right, Go to the third camera now.

Okay. And so you would explain to the students that this has the standards that the check ride will be held to. One thing that my examiner always says is you know you have your tolerances in there in the pts. But he also says because you break a tolerance one time doesn't mean it's an immediate failure. If you bust a tolerance as long as you catch it and you get it fixed fairly soon, that's not an automatic failure. But if you keep breaking that same tolerance over and over again, then that is going to become a failure. So you have your tolerances what you're working for when you're prepping your student. But just know that they doesn't mean they can't break a tolerance one time. It can be small. But for example, on downwind, let's say on downwind you're supposed to hold 500ft AGL and downwind and it's plus or minus 100ft. If you go to 150ft but you catch it and you clean it up, that's not an immediate failure. But if you keep busting that hundred feet above and below, above and below, then he's probably going to bust you for that. Okay, so now there's something I want to point out. For the CFI check rides, working through the PTS sections, there's something that you working through yourself on your own certified flight instructor rating and Gary getting ready to go for his. There's a point in there that, that you need to make on what you have to look at in that book.

Well, I think it's what you're asking about is area of operation for fundamentals of Instructing and it basically for the fois, there's different tasks, A, B, all the way through G. And there's a note that says examiner shall select at least tasks E and F, Echo and foxtrot.

Right. So that means he's going to test you on those. Right?

Right.

So you got to make sure you know those you got. You need to know all of them. But those you know he's going to hit. The others are maybe whether he feels like hitting them or not.

Which E is critique and evaluation. F is in flight instructor characteristics and responsibilities.

Okay, good one to know for your CFIs. Make sure you know that. All right, so one more thing I want to hit on the pts. There's one other area that I harp and harp about. Do you remember what area that is?

Well, I guess the way you did me is you just had me be sure and read at least the first eight pages on my own to know the expectations.

Exactly. So what are some of those things that I point out, they're so important in the beginning?

Well, for such a little book, it does have a ton of information in it. I guess what stands out is special emphasis areas. You know, on page six of mine for the, this is for the commercial pilot and flight instructor, it says the examiner must place special emphasis upon these areas of aircraft operation. And it lists 14 areas that, that he has to to cover during check ride.

Right. And you as a full time police officer and me as an ex cop, when it says must or it says shall we take that as though they've got to do that? Because that's what we had to do as law enforcement officers. And that's something I brought with me from my cop days into the, you know, instructor thing was anytime I came across must or shall, then I immediately assume that that means when they say shall or must, it means the examiner is going to do that hands down, regardless.

And then I guess looking through here, there's another examiner responsibilities. And this is kind of talking to the examiner, but we have the privilege of reading it to know what their responsibilities are. Examiners must test to the greatest extent practical the applicant's correlative abilities rather than mere rote enumeration of facts throughout the practical test. To me that means you can't just spot out things you memorized without showing that you understand them.

Exactly. If you just go selling with power rate ascent 300ft per minute or greater, 20% of 20 to 100% of power, airspeed less than ETL, that's great. But if you don't Know how it applies in the aircraft, then that's not passing because I know with my examiner, he asked about the selling with power in the classroom, but then in the helicopter he tests our knowledge further to make sure they understand how they might get into it, what the situations are. So, you know, during his check rides, part of it's in the classroom and then something with power, he'll talk about it again in the aircraft while you're flying to make sure that yes, you gave him the facts in the classroom, but he wants to know how that applies in the aircraft, how to keep yourself out of it. You know, the things that you're going to be doing to keep yourself out of it.

Right.

Okay. I'm going to call that good on the pts. It is something you got to be working through private commercial CFI and US CFIs in the CFI section. You got to go through this with your students, make sure they have their own copy, make sure that you're going through it with them and they're also going through it on their own when they're home preparing before the checkride, they need to have that book with them at home and they need to also be working through it, not just having you hand feed that to them. Okay. Now, next thing that I want Gary to teach me is I want you to give me an impromptu lesson on the far aim. I know you and I have been through this again. We've done two ratings together. Now you're going as a cfi, so you're going to want to be able to give the examiner a quick impromptu lesson. If he asked again, he's going to say I'm at the 10 hour range, 15 hour range. I have the far aim because you told me to get it, but I really haven't used it yet. So give him, give me as the examiner, just an impromptu lesson as a new student, why this far aim is important. And give me a little, just a little description on how to use that far aim. So when I go to look something up, I will know how to do it.

I guess something that pops in my mind is, you know, this is ahead of me and not behind me. And then so I want to pick your brain for a minute. And it probably helped anybody watching this video. If you're giving it a prompt to, such as what you just give me in a checkride scenario, would you then just flow right into. Flow right into it. Or is he going to leave the room for a cup of coffee while I make some notes? Or how's that going to Go down.

What my examiner has done for years is he asked, he'll give us two lessons to have ready prior to the day of a checkride. So he'll give those to us a couple days ahead of time. He may say, have Gary prepare a lesson on selling with power, and have Gary prepare a lesson on lift to a hover. And then he'll say, and then have him prepare to do one off the cuff. That's what he's done for the last 15 years. And then I did recently do a different checkride where I used a different examiner for the first time in a long time on a cfi. And that examiner did the exact same thing on the phone with Holly's checkride. He gave us two things over the phone for her to have prepared ahead of time. And then he had. He said, I'll have her do one impromptu the day of the checkride. So then with the impromptu, what he'll do is he'll probably have you teach the couple that you have ready to go those lessons. He will check your lesson plans, make sure there has to be lesson plans there to go along with your lesson. He'll expect it to be out. And then he'll say, okay, we got through those. Those are good. Now I want you to do. I want you to do one off the cuff. And what my examiner does is usually he'll say, what do you like to teach? Or what do you think you're good at teaching? And then you say, well, I like. Quick stops. I like teaching quick stops. He'll say, okay, good, I want you to go ahead and give me an impromptu lesson on quick stops. And he'll say, okay, take your time. I'm going to get up, go get a cup of coffee. Take your time, Pull out whatever resources you need, whatever you have, get it ready. And then I'll be back in a little bit. And when you're ready, you can go ahead and get started. So he doesn't. It's not like he's sitting there tapping on the desk in a big hurry. He literally gives you time to get ready. And he'll usually come out and sit with me out in the lobby and, you know, talk for 10 or 15 minutes, let the applicant get ready to go. And then when he comes back in, he'll just come in and go, well, are you ready to go? And if you're ready, great. And if you know he's gonna give you 10 or 15 minutes. So I would want to be ready by the time he comes back in or pretty close but you could use any resource you have as a cfi. They want to see you use resources. So I wouldn't just prepare something and just sit there and go, okay, on this lesson, I'm gonna da, da, da, da. You know, have something on the board or pull up something on a computer, or draw something out on paper, or use the whiteboard. But be visual. Because with CFI for all of you, that is the big thing. This checkride is about being a teacher. So they want you to teach and they want you to use props or not props, but what's the word I'm looking for? Visual aids. Visual aids. They want visual aids. Regardless what it is. If you're talking, you're talking about advancing blade, talking about retreating blade, you know, you're using your arms. Use anything that you can and anything you have in your arsenal, use it for, for these lessons. That's what they want to see. They want you to be animated. They want you to be using those visual references. So does that answer your question?

Yeah, I think so. Obviously, the FAR AIM is something that I've been toting around for a few years, so I think we can just go right into it. I think what you're looking for on the far AIM is first off, I would have my student get an updated FAR aim of their own and I would tell them to buy some of these tabs. Most people learn from it if they can tab the appropriate sections for quick referencing. Because they're going to have to get back into this over and over and over, not only leading up to the checkride, but throughout their aviation career. They're going to have to know how to use the FAR aim for each and every scenario or question that comes up.

Every single checkride. In 15 years, I've heard the same thing. Good pilot uses his resources, right? He says that during every single checkride that comes up. And he says it more than once.

And there's been times, as you know, where I've come to you, even in between checkride times, just having my own aircraft and somebody wanting me to do, you know, something for them. And then you're, you're reminding me, well, let's look it up, right? And you know, so you're back into this just for day to day, you know, I'm going to take my helicopter and drop candy at the church. You know, this is. Make sure that, you know, we're doing this right, or somebody wants to you to give their kid a ride in an experimental helicopter. You know what, can you charge them? Can you not Charge them. Can you share the ride?

Exactly. And I want to mention I just had a member email me and I have that 214 questions. I think it is for checking yourself, you know, prepping for private and if you've seen it or not because you don't know how long spent she's been the private section. But I have a list of 214 possible questions and somebody email and goes well, do you have an answer for every single question? And you know, da da da. And it's like that's not what that is designed for. I want you to. That's why I put it towards the end of the private ground school. I want you to go through all the videos first. You know, it's like 140 videos but I want you to go through all those all the time studying and using your resources. And then when you do that 214 question, test yourself, it's not about me hand feeding you the answers. I want you to be able to go through those 214 questions, answer the question and if you don't know, I want you by that point to be able to look it up quickly. So it's not about hand feeding everybody the answer because a good pilot does use his resources and you're exactly right. We want.

I've seen those questions. Yeah. And it gets you scrambling your resources to answer some of them.

Exactly. Which is exactly what it's designed to do. Yep. All right, so give us your just impromptu again. I'm the examiner and I just said just give me a simple. Don't have to go super deep. Just what I need to know as a new student who hasn't really worked through it yet. What I need to know about that manual.

Well, I would point out that in the very beginning we have a section which is basically a study guide. So if I had a private pilot, I would have him go through this study guide and read each of these references before he even takes his written test.

Exactly.

And it. What I did is you can see this on my commercial and I did this also on my private is I actually made just small print notes beside each one of the study references. Just because of the way my brain works. It helped me to learn. But everybody learns differently. Of course then as you move through the book, there's one page that just lists the contents of the FAR AIM and you know, the basics of 99% of the questions that we might have to answer day to day operations or on a checkride we're going to be able to refer back to part 43 for maintenance issues or part 61 for certification, 67 for medical standards, 91 for rules and regulations that involve our flying. And of course, the NTSB830, which is just a short section on accidents, which defines accidents and how to report them. And then, you know, the page numbers are right there to get to these sections. But to make it even easier, then there is a section here that is indexing. Based on the topics that you might be trying to look up. So we can look at the index, then it rolls into part one, which is the definitions and abbreviations that you're going to use in aviation. So if you have a, you know, a brand new guy trying to learn aviation, it wouldn't hurt for him to go through and learn the, the lingo, you know, the abbreviations or definitions that they're going to have to refer to when we're trying to learn. Right. What's been a, the biggest help for me if I need to look something up is in the back we have the glossary, which is alphabetical order.

Sometimes the quickest way to look something up is to actually go back there. I think it is not always, but, but a lot of the time, usually I usually go there first and then if I can't find it there, then I might go back to the actual index. But a person could do it either way.

I do it the same way I, I look it up back here. And a lot of times they give you more than one page number.

Right.

You know, to look at. Sometimes the same thing that's covered in the regs is also covered in the aim. And it's a little easier to understand sometimes, but everything is indexed or, you know, laid out very well in the alphabetical glossary. And sometimes it's even referenced different ways, depending on the keyword that you're trying to look up.

Okay. One thing I would add to that is what I've heard my examiner say, and then, and even Tim Tucker, when I did my CFI with him back in the day, they both would say, nobody knows that entire book. What's important is to work with it, study it, be good at using it. That's what they're looking for. They want to make sure that a person will use it because you'll be surprised how many times you ask somebody a question and they go, oh, yeah, I don't know. And then I sit there as a CFI going, well, what you gonna do next? Look it up. Yeah. So that's what we want to prompt them to do. Get them in the habit of not saying, I don't know, going, oh, well, hey, I'll look it up. Part 43, boom. They go right to it. That's what we want to do with students, is have them prepared to be able to just go to the book. Because I've heard a thousand times my examiner say good pilot uses his resources.

Right.

All right, gonna give break Gary a break here for just a minute and talk about another one of my favorite pieces, and that is the Private Pilot Jeppesen Manual. I've been using this since I started training back in the 90s. Still, I think a relevant book. This is just my personal preference. There's other manuals out there, other makes, other companies not gonna say anything bad about any of them. I'm just gonna mention here what I like. I still like the illustrations. People go, well, it's an airplane book. Well, there's a section on airplanes, but cross country planning airspace. There's still a lot of good stuff in here. And I still reference this book a lot today when I'm building presentations, I'll grab this book. So I still think personally, Private Pilot Jefferson Manual is still a great book. One of my favorites. Again, personal choice. The other ones Gary's talking about, you know, so far, far, AIM students got to have that. PTS students got to have that. I'm gonna have him hit Helicopter flying handbook next. But just putting in my little plug for the Private Pilot manual. I just like it. Always used it. I like how when you're going through it, it points out written test questions. I like it for that reason. So now we're gonna have Gary give us impromptu on the helicopter flying Handbook. Again as a. I'm the examiner and I'm telling Gary. Okay, just give me a quick impromptu on the helicopter flying handbook. You may be asked to do this for your checkride. Very possible. So again, I'm a new student, I got the book and I admit I haven't even started reading it yet. I just got it in the mail and so Gary's gonna give me the impromptu though 10 or 15 hour pilot just got the helicopter flying Handbook and I haven't really even started looking at it yet. So go ahead, Gary, and give us your impromptu.

Well, like you told me, I would tell my student not to be overwhelmed with all the information in here.

Right.

Initially, I'd tell them to read on, you know, the helicopter control systems as we're going to start flight training right away in the helicopter. But helping them to understand the way that boy is laid out first, I would Point out that there's a table of contents in the beginning.

Yep.

In the table of contents, each category topic is listed with a page number to help get you there. Yep. Then in the back of the book, we've got a glossary, which they should go through and read each of these terms that are used in the brief definitions that are listed in the glossary.

Yep. And I tell people a lot of times those are the best definitions you'll find. The definitions that they give us are sometimes short and sweet, better than what you can come up with on your own. I like a lot of the ones that I've come up with. But a lot of times, if you're looking for one, a way to describe something that a lot of times is a really good one to use what comes out of that glossary for your definitions.

Right. Some people get confused. You know, what's absolute altitude? Look it up here, it tells you right there, the actual distance of an object above the ground. Then we go past the glossary, we get into the index, which you can look up a topic and it's alphabetical order and you can go right to the page and read on it.

Okay.

If we want to read more about settling with power, we can look it up here and go straight to it and. And read what. What gets you into settling with power?

Okay, so who I guess next I want to know who says we should be using this and why and who should be. And who says we should be using it and who should be using it?

Well, it's actually published by the U.S. department of Transportation, FAA, Federal Aviation Administration. So every pilot licensed in the United States should be using the FAA Helicopter Flying Handbook if you want to learn the information that's going to be expected of you on a checkride. So I would say every pilot or every student pilot should be learning what's in the Helicopter Flying Handbook.

Okay. What about if your student says, well, I want to use the army manual, Can I use the army manual?

Well, I would say anything, you know, beyond the basic books that are recommended to get you ready for your private check ride, is this going to supplement, you know, I'm telling the student what they have to have to meet the standards to make. To make me happy about sending them to the examiner and anything beyond that, it's just additional knowledge for them. But they would also have to have the Helicopter Flying Handbook from the faa.

Right. Meaning, you know, I told Gary in a previous discussion, I don't. I never bash any other manuals. I'm not going to say you can't use a certain manual. But point with this one Gary's making is this is what the FAA says we should be using as private commercial CFI and examiners. So if you give them the information out of that book on the FAA checkride, you can't go wrong if you're going, well, I got this out of this manual. I got that out of that manual. Might be a little harder to justify. So it's just as private commercial CFIs. This is the book we need to be using the helicopter B. Okay, next I'm gonna ask Gary just to give me a quick impromptu on pilot's operating handbook. And we're going to use the R22. But this is in general about manual, so don't snoot your nose if you're flying something else. Most these manuals are set up the same, but from a teaching standpoint, I just want Gary to explain to me as a new student why that, why that book is important and kind of what I need to know about it and what I, how I. How am I going to use this book? And maybe should you have your own manual? Should you buy one of these? What do you think, Gary?

Well, there again, this is the Robinson R22 manual that we have here to illustrate, but they're all laid out about the same. For one, your student's going to be flying solo at some point. Even though this book has to be readily available it the aircraft. We all know that flying a helicopter is a workload that doesn't allow you to pull this book out and read up on the emergency real quick. So they need to know, they need to commit some things to memory, especially the emergency section of this book. So I would urge them to either purchase a copy for the helicopter that they're training in or simply take the pages and like I did for the instrument as they went and put it on the copy machine and put it right back in the aircraft. That way I could read through and commit some things to memory.

I agree with that. I think a person should spend 50 bucks and get their own manual or if the flight school let them copy it, do that if that's what you want to do. But a student ought to have their own copy because it just becomes a as a CFI, yanking the PoH out of the helicopter all the time can be a problem because you go grab it to do some training and then somebody else goes to fly or you go back to fly later, you forgot to put it back in there, you could get ramp checked and get in trouble. And also manuals. You know, as the aircraft gets older, they get beat up. And so I recommend telling your students, look, you're spending 10, 15, 20 grand on a rating or more. Spend the 50 bucks and get your own manual. Because as you just said, there's certain things that they have to memorize. You have to memorize emergencies. There's nothing, there's no way around it. You got to tell your students, look, helicopter emergencies, you got to know them and you got to know them. Boom, boom, boom, boom, boom. You can't be. Oh, yeah, let's see. What is the emergency? That's too much time. So I agree totally that they should probably have their own copy. So go ahead and tell us just what colony, what you would give them as a brief description on.

Well, obviously on checkride day too, they're going to be able to have this book on the table in front of them.

Yep. And they need. It needs to be absolutely required. Required for the checkride. The one out of. For that specific aircraft is required.

Now most, most POH's have the tabs. My own aircraft, it just, it just has the, the contents up in the front to tell you where to go to. Section three is always going to be your emergency procedures. And you can see they red tabbed it here. But even in my experimental helicopter, section three is the emergency procedures and in the instrument. But we've got tabs for limitations, emergency procedures, normal procedures, performance, weights and balance. And most aircraft will have an actual weights and balance configured and put into the POH in that section. So it's right there to get your required documents for flight, systems description, handling and maintenance, any supplements from the manufacturer, and safety tips.

Okay, I'm going to chime in on safety tips for those R22 flyers or R44 flyers. The Robinson safety tips and safety notices I think everybody should read. We have them in the R22 section. You don't overlook those. Those are good really for any aircraft you're flying, no matter what helicopter. Most of them r22 specific or r44 specific. But with those, I always point those out. With Robinson students, you got to read those because it's really good stuff. And then I have a question for. Let's say you have a new student who's really struggling with just a startup because some people struggle a lot of times just in the beginning nervousness. How could they use that manual to help them with that startup?

Well, there's. The checklists are in the manual for the normal operating procedures they can use if you can't find the. I would call it a cheat sheet that's laminated in most helicopters to help you with your pre flight and startup. That's just a list taken from the PoH, normal operating procedures and laminated. So if you can't find that, it's in here. And if you have it with you to study away from the helicopter, obviously we're always going to use the checklist, but if you also commit it to memory, it help you maybe to accomplish three or four tasks at a time and then go back and mark them off your checklist.

Exactly. And I know I did that back in the beginning when I struggled and they go, well, just take a copy of the checklist home and study it at home on the startup. And I actually did that to help me get more comfortable with the startup, more comfortable with the shutdown. That way when you're in the aircraft, your flow is better and you have more confidence. So along with anything else in there that they want to memorize and want to know, what else can we mention about that? That's all I can think of at the moment. I know the thing you're thinking about and some of you, this is us just getting it going again. This was our first time of actual. We've trained together, private commercial, but we haven't done any CFI ground. So this is day one. So these were impromptu's that I had Gary do with me, give him some input on what I think he should be using. But as CFIs, all of you got to be good with with all these books and make sure that your students know how to use them. So game plan for us, Gary is getting ready to go pick up the instrument, bring it back here. Because Gary's gonna do his CFI in the instrument and then after the fact, he'll do the R44 at a later time when I have somebody else going for a CFI in that. But he's got the most time in the instrument, so he wants to do the instrument first because we actually got a student or two ready for him as soon as we get to CFI in the instrument. So Gary will be going up to the instrument to get it back here. We'll be filming some of that stuff and we'll be filming some more ground on his next trap in. So just keep watching for the next video to come up and we'll see in the next video.