Do Flight Simulators Hurt Helicopter Pilot Training?

All right, to get started, we're going to go over here to the Hogs Wall of Fame and highlight a few more members. First, one private pilot, Ryan Phillips. I flew with Ryan down in Florida, straight up aviation. I used those guys to do my flight review before we picked up our R44 that we have. And I flew with a bunch of members down there. And Ryan has actually since visited us here at the Hogs hangar and is working on his commercial. And he is really good in the aircraft. He's gonna have a great career once he gets that commercial and gets flying if he hasn't got it yet. Final approach course was Steve Carlson. He was here last year. He visited us in a Bell Long Ranger. He did around the country trip before finishing his private with us. He came up here to finish his private and he's on YouTube as the millennial millionaire, I think, or something like that. But anyway, good story there with Steven. He's like I said, he came here for his final approach course. He's one of three that all came from the same flight school. And again, they were happy with their instructors and the aircraft, but the flight school was so busy they couldn't get checkrides done. Another one that had a bunch of time, but of course a lot of time was traveling around the country. Cole Norton. We've met Cole. We met Cole at Heli Expo. He had an engine failure in an instrument and we, I believe we went live at Heli Expo. That video is on YouTube and he talks about his engine failure and how he handled it in the instrument. So that was cool. We met again, met him at LA Expo and he shared a story with us at the Instrum booth about his engine failure that he had went through. And then we'll mention Jay. Jay came last summer to do his cfi. Jay's another one who his ground was phenomenal. He was super sharp. He worked really hard at it. And the reason he came to us again, he was sitting around at a flight school, couldn't get on the schedule to get the checkride finished. So he came up here just to do the three hours minimum so we could give him the sign off, brush up the ground, do a few lessons and did his cfi. So there's three, four more success stories. And we've been mentioning people that, you know, we've met along the way because that's what, that's a fun part of this, right, is actually meeting our members, meeting people that have used our ground school and going out into the world and either meeting them here or heli expo or whatever the case is. So we'll go back over here and we're gonna answer some questions. So type in flight or ground training question and we'll get started. So type in flight or ground training question and we'll get started. We on?

We're on.

All right. So we want to first before we get started, mention remember if you don't know, we send you the no go button when you pass your checkride. And I realize it's the holidays and things are kind of. So we haven't had anybody send in one in a while. So send us in a picture whether you got your checkride done last week or I don't care if it was two years ago. If you are a member and you use togs or you use togs to get your rating, send us a picture and send it to heatherhelcopterground.com and she will ship you the no go button and just give us a sentence or two. We don't have to have a big long drawn out story. I mean you can if you want, but just a sentence or two that we can post about how HOGS helped you get your rating and we'll put you up on the HOGS wall of fame and we'll highlight you. So send in your pictures. So Heather or Heather Lindsay just gave away a book already, right?

Yep.

The first person that asked a question. So I'm sure she told you in chat. Email heather helicopterground.com she will send you the assigned copy of that. And there's a free PDF down below of this book so anybody can get that. All you got to do is go below the video, hit the Private Pilot. Private Blueprint is a private privateblueprint.com down below. Click it. You can enter your email and download it immediately. And there's an option also to get the paperback copy if you would like. So a little bit we're going to give away a CFI yearly membership, I should say 12 month membership because here's a key for the, for winning a little bit. Oh just remember everything's in months. Saying one year, two years, three years isn't normally appropriate for most of the questions that we will ask because in aviation it's usually based on months. So what do you got? Question wise.

So from our winner for the Private pilot signed copy, it's coming from Gerald Fontein and he wants to know as an Air1 EVTOL aircraft requires a private pilot helicopter license, will it be the same process as getting certified to fly in an R22.

Great question. Unfortunately, I don't have an answer. I haven't read anything on the was. I don't even want it stands for always forget what that stands for. But I know the aircraft you're talking about. I don't know. I've wondered about that. Right. There's got to be with all these new electric things coming out and aircraft that don't even require a pilot. And I don't know. I haven't dug into any of that, and I probably should, so I can, you know, give an answer when somebody asks. But I don't know. I can't tell you. I wondered about that myself. Well, that's the best I can do.

Fair enough. Our next question comes from Brett. He's. He's been in our chat. He said, hi, Kenny. Hello, Brett. I've decided to start training for his private rotorcraft license, and he is having issues choosing between two local airports in Utah, Provo and Spanish Fork. How would he go about choosing the right one?

I would give him both a try. And heck, if you're satisfied with both of them, you could do both. And here's the. Here's the catch. I'm not even a catch. Flight school, once they have you in the door, they want to keep you, right? And many times they're like, oh, you're gonna go fly over there. Like, they'll actually get kind of snarky with you because you're flying somewhere else. And I think that's a bunch of baloney because you learn from different instructors flying different aircraft, flying in different places. And yes, it can make your training maybe drag out a little bit longer because you're switching back and forth, but there's absolutely nothing wrong with getting some experience at one place and getting experience to the other. I would, hands down, go see how they treat you. Get a feel for. How do you think their maintenance program is? Which may be hard if you're not a maintenance person, but you get a general feel. Are they well kept? Are they clean? Does it seem like the maintenance being taken care of? How do they treat you at the flight school? I would totally base it on how they treat you. So I would, hands down, you got two choices. I'd go try them out. Both. I would fly with one, then go fly with the other one, and then just pick the one that you think is best, and then maybe get five or 10 hours, start making some progress, and then maybe go fly at the other one just a little bit. And just remember, I, in my opinion, if they give you a hard Time about that, then they're not a totally fair operator, right? Like, they should understand that you learn from different people, different places, and every time you fly with a different instructor, you learn something new. And what people do is you start flying and you get comfortable with one instructor, so you just want to fly with that one instructor. And sometimes they'll even encourage you to fly with somebody else. And you go, oh, no, I just want to fly with you. So don't fall in that trap either. Right? Like you'll, you'll, you'll find that you'll favor one instructor over another. However, you'll learn every person you fly with explains things just a little bit different. And you'll learn a lot from flying with different people. So I encourage different flight schools, different instructors. You know, for example, we had Cameron, we talked about yesterday up there on the Hogs Wall of fame, had 160 hours. His flight school was having a hard time when he wanted to come back and do his instrument. And he told me that they were giving him a hard time and they were mad at him because he came to us for the checkride. And I said, that's bullshit because they couldn't get you finished, they should be happy. My examiner said, hell, that flight school should be sending all their people up here. They can still fly. You build their time, get their money. But since they can't satisfy the needs with the examiner and get people done in a proper fashion, hell, send them up to you. Let him finish, send them back. So he wanted to go back and do his instrument, but they gave him a hard time about it because they were mad. He came to me for him to finish and I told his mom because she was upset about the money. And I go, that's on them. And if they don't want to let you come back, then shame on them. They should say, yeah, come on back, let's do your instrument rating. Right? So that's how I feel about that.

Well, he added into chat that the Bravo is tower controlled while Spanish Fork is not. What do you recommend?

Okay, that's a great question. I think you need both. And that's, that would be another good reason to fly it both. For example, here we're class G, so there's no tower. It makes it really, really nice for us to go out here, do what we got to do, hone somebody, finish them, get them ready for a check ride. And then we have local airports we can go to if they need some tower experience. But if all you do is train with no tower Then you'll be intimidated when you have to go fly through controlled airspace. So that would be a great reason to fly a little bit in both places because you could get the uncontrolled environment. A lot of times it's just you can make a little bit better progress because you're not dealing with the tower. On the flip side of that, you need the tower experience to become a rounded pilot and understand how to do it and fly in and out of it and talk to the tower. So I would recommend both. Absolutely, hands down. Because if you stick to just one, then you're not going to be reversed in the other. So I would go for that experience in both, hands down.

And we have a free radio communication course. We do.

We do have a free radio communication course. Read anybody. After we're done, throw that link down below, find it and put it below the video.

Okay, I will do that. Coming from Howard, what could one expect flying twice a day from a zero to hero private pilot?

Oh, that's another question I love. I think twice a day is freaking perfect. Here's the catch to that one. I'd say two one hour flights, not to, not a 1.5 in the morning and 1.7 in the afternoon. That's not what I'm talking about. I think two one hour flights is good and you need a break in between. Take a little break, get some food, relax. If you don't want to jam them right in, like just take a five minute break. You want to take a decent break, a little bit of time. Just relax, breathe in and out. Take a little bit of time. What we do here, and we've been talking about this daily, that's how we do our training. When you come here, we schedule people for one day, two days, three days a week, whatever they need. Because we don't do one on one typical flight school, you know, different people out the day throughout the day. So when somebody comes here, they're usually finishing a rating. So we come in and a good lesson should be three hours. Hands down, a two hour block is not enough time to get you in, find out how you're feeling, talk about what you've been doing, check your logbook, do a little bit of ground, talk about what you're going to do when you go in the aircraft, proper pre flight, good one hour flight, then you need to debrief. And this is something that a lot of times doesn't happen at a flight school. They just kick you out the door and get the next person in to go fly. No the instructor needs to come first. You need to do a quick post flight, land, shut everything down, get out, take a look, take a look at the panels. Anything leaking on the ground, aircraft sitting funny? Anything happen in the helicopter while we're flying? Like, did a bird fly into the mast? I've had that happen where a bird flew in the mast. We didn't even know it. We found that after the fact. But anyway, take the time to post flight, talk about what went on in the helicopter. This is what's good today. I like what you did here. I like what you did here. Now this we need some more work on. So next time we go out, here's what we're going to do. That turns into three hours. Really, really easy to be properly done. And that's what we do here. Two flights a day, one in the morning, take a break, have a nice break. After the debrief, sign the logbooks, do all that stuff, have a nice meal, and then we repeat the process in the afternoon. So I think two flights a day is perfect.

What are the odds that we get bots in our chat?

Oh, we're probably getting bots.

Okay.

Because I know that. But I wouldn't be surprised.

Yeah. Oddly enough, I've had two people ask the exact same question. It is worded the same and everything. It's odd. I don't know if it's the same person or a friend or could be.

Some kind of a bot thing. Copying. Yeah, somebody else's question.

What I do know is LP is not a bot. He's been here with us every single day. So it's glad to see you, lp. His question today is what is the most common deficiency your DPE finds during check rides, Specifically commercial in both either oral or practical portions.

That's a phenomenal question. We almost never have a problem on a flight. Almost never. The problems that occur are knowledge. Almost always knowledge. Because you may or may not know. You have to. If you got your privates, you'd know. You got to do the oral portion before you can go get in the helicopter and do the flight. So if you don't get through the oral, you fail. You don't even get to fly. And as far as something repeated, just general knowledge, Right. Like there's a vast amount of knowledge for the commercial. Okay. And people think, oh, well, I'm a private pilot already. Right. I just need to know what I need to know for commercial. Kind of the wrong attitude to have. Right. And a lot of times, like somebody's doing an add on pilot they'll make the mistake of going, well, I'm already a pilot, I'm just doing an add on, right? So I, I just need to know the helicopter stuff. Well, not true. When you go in to do the trek ride, whether it's initial or an add on, they're going to ask you, okay, what do you have to have on you to go fly? What do you got to do to keep your license current? What do you got to have on the helicopter for day flight? What do you have to have in the helicopter for night flight? What are TAFs? How many times a day are they issued? They're going to go through all that stuff that you learned as a private pilot. It gets asked again at the commercial pilot level. The only thing that changes is privileges and limitations. That changes because your commercial pilot privileges limitations are of course different. And then they're asking you the same information on the commercial that they asked you on private, but at the private the best way. We had one examiner explain this and we have it in one of our videos. We've showed this in several of our videos. And the examiner's words were, you know, if I ask you about settling with power in the private, as long as you got the essence of it and you have the elements, I in the verbiage is a little bit, you know, not the best, but you can get through it and you understand it can be good enough. With the private. That same question about selling the power in the commercial, that needs to be smooth. It needs, the terminology needs to be right. It needs to flow right off of your tongue. So it's taking everything you learned at private and knowing it to a higher level at commercial and studying privileges and limitations. Hopefully that helps.

This next one is from Kenny Sullivan. Shout out to the same name. Nice as you for a CFI rating, what is the best way to make the training outline book?

What's the best way to what, what.

Is the best way to make the training outline book?

Probably meaning lesson plans, I'm guessing. Well, I can show you what I did. You know, most people build a big book with lesson plans. Some people buy lesson plans and you can certainly do that. But one of the recent checkrides that we did, the applicant had purchased CFI lesson plans and the examiner questioned it during the debrief that day. He said, well, you brought in, you know, a pre purchase lesson plan book today. And the kids like, yeah, I did. And he goes, why did you do that? We, you know, prefer that students make their own lesson plans, right? So that you're really familiar with them. And he was just like, oh well, you know, I just, you know, I thought this would be good. And the examiner made a comment to me, right? He's like, we'd rather that they have a lesson plan book that they made up. And I can tell you what I did and I can show you my old fancy, fancy notebook. I talk about all the time that I used after I failed and I used this to study over and over and over and over to go back and retest. I did all my lesson plans right here in my notebook. And what I did is I just sat down and I used, you know, now would be the helicopter flying handbook. Back then it would been called the rotorcraft flying handbook. And I just went through and I did all the aerodynamic lessons. I did a lesson for every single maneuver that there is and that's how I did my lesson plans. I just opened up the notebook and I just went through here and I just started making them lesson plan, you know, steep approach. So I went through every single maneuver, all the aerodynamic stuff and I just used the use the books, you know, the getting the helicopter flying handbook or whatever the case is. And I just went through and made them and I hand wrote everything out. Because we learned through repetition, we learn through writing. So the best way to do it is just to sit down, start doing it. Because you're going to learn more than just buying some pre printed lesson plan book. So some people are going to do it and I get it, I get it. People don't want to take the time, but the examiner is going to be more appreciative of hand built lesson plans versus you just go and buy in a book. Because if you just go buy a lesson plan book, maybe you go through it and you know the material in it really well. But I think most of the time an examiner is going to expect that, oh, you just bought some lesson plans and you probably, you know, have you really went through those? How well do you know those lesson plans? So that would be my main take on that is it's a lot of hard work, but you know what, it's, it pays off in the end. And I went as far as I also went in and wrote down what I was going to say. For like example, a normal pickup. I just sat down, my notebook went okay, normal pickup, all right, let's see. Look ahead 50 to 75ft. Wrote that down and just thought through the process of the way I'd been taught to do a proper pickup by my instructors, but then put it down in my own verbiage and wrote out everything I was going to say for that maneuver, for a lift, for a pickup. And what's funny, if I go back and look at today, I'm pretty much quoting, not quoting. I'm just the way I say it is the way I wrote it out. And I'm still using that same verbiage today when I'm in the helicopter, I'm using the verbiage that I wrote. And that helps you get in the aircraft. If you think through them and put it down, your lesson plans and write through the, I would say all the maneuvers. It's really, really smart because that way it helps you become more. More versed in how you're going to speak in the aircraft. So there's my take on that to tack onto it.

LP asked if examiners prefer paper lesson plans or if they can do digital.

I think that can go both ways. In the CFIs, we've done just here. One of them, I think it was Todd used our. Our screens. We have on the wall, the Hogswell fame screens, TVs, and he had his lesson plans on his laptop, and we just used the hdmi, ran it to the. To the screen, and he taught right from the screen. I think that's totally acceptable. Way back when, when I did my R44 sign off with the instructor or the DPE, he's like, well, come with a lesson plan today on sfar. So I made it all on computer and I just took the laptop in and sat it down and like, okay, well, here's. He's like, let's see your lesson plan on the sfar. Okay, so I opened it up and then I just scrolled through the PowerPoint as I talked. So I think digital lesson plans are fine. I think handwritten is fine. I think either way is fine. Here's what examiners are looking for. They want you to be animated. And whether you're using paper, you're using a chart, you bring in. We've got a big, giant tablet here that's on a stand where we write stuff out. We make sure the person always has the helicopter. And the worst thing is when somebody's here for a cfi and I say, well, teach me. Oh, low G. And they go, okay, well, low G, let's see. And they just start talking to me. And they're not using any kind of a visual aid or nothing. I'm like, I'm sitting there going, come on, pick up the helicopter. You know, and so that's the last thing you want to do is just sit and talk to the examiner. Right. You want to be very visual using your arms, and you have as many visual aids as possible, which you're taught that, or should be taught that in your CFI training is you want to be super visible. You know, you're talking about the advancing blade, you're using your arm, you're talking about the retreating blade, you're using your arm. The helicopter we always have sitting right.

Here, I think it's over.

I moved it over to the table because yesterday we were using it to teach when we had the gentleman here for half day of training. And I always have the helicopter nearby, pick up the helicopter, show them. So whether you're using a helicopter handwritten lesson plan that you have right here, opening up the helicopter flying handbook and showing them a diagram using a PowerPoint and putting up on a screen or a PowerPoint that's on your laptop or your. Or your iPad or whatever, knowing the material is the big key, Right. So I think, I think digital is just fine. I think it's about being the CFI is about being a teacher, and it's about trying to be making the presentation a little more, I'm not going to say necessarily exciting, but it is more entertaining. And I also tell my people to stand up, right? If they can, they can sit and teach if they want to. But if you're standing up and you're doing this and you've got your board that you're drawing on right here, and then you're turning to look at your person, you're teaching and you can come over here and you can write something down, you confer to that you have your helicopter flying handbook in your hand or your lesson plan by moving around, being visual, standing up, to me, I think is important and I just think it helps. It helps make the presentation more exciting. Exciting, interesting, you know, keeps the person awake. If you're up moving around, using your arms, using your visual tools, using everything in your power would be my take on that one.

I think I really enjoy CFIs, at least watching people go through it with you when you're showing them before the checkride. Because to me, it reminds me a lot of teachers and what you see in your public school education.

Absolutely.

And it makes you think about the favorite teacher you had when you were in school and how they taught the class. And if you can mimic that, then I think you're set to go.

Were they interesting? Did they walk around, draw on the board, use their hands, move around the room? Absolutely.

100% so we have a couple of questions here relating to helicopter simulations. So I'll start with Canyon Runner. If you had access to a free simulation as a student, what would you prioritize? Practicing with free hours versus actually flying the real thing.

What I did when I, you know, I was using primitive, primitive simulators we'll call them. When I was doing my ratings back in the 90s, I used flight simulator later at, at home and I did all the different stuff with, I flew maneuvers. But what really benefited me was using it to learn navigation. Like picking. I'm going to fly from here, my home airport to Chicago and then Chicago, I'm going to go here. And so I used flight simulator to do a lot of cross country training. You know, learning navigation, watching your instruments, figuring out, you know, radials and courses and all that kind of stuff. So for me personally I found it super valuable to help learning cross country stuff. Flying a pattern with a simulator, to me it was okay. But to me the simulator was harder to do than the actual helicopter because I was already taking, actively taking lessons. So I think there's a great benefit to simulators in certain areas and that's my opinion on where it would be best. Now I was using those way back, right, late 90s, maybe early 2000s. And I haven't used a simulator other than one of the flight schools I worked at had one of those fly at simulators. We used it a little bit, but I don't, I'm not up on now like what's the latest and greatest and simulators. I know there's a lot of people that are totally into the simulator thing and I'm sure you can find tons of info on the, on the old YouTube on different type of simulators and what's out there. But that's, that's what I used it for. So I think it's very beneficial in that respect. And then, you know, it's what you make of it. Right. You may be other benefits to that I didn't find at the time I was doing it but you know, absolutely utilize it if possible for sure.

What about from Ronan? He talked into it. Why are there airplane simulations where you can get hours charger ratings but not the same with helicopter simulators?

I don't think that's true because you can, you know, the f. The fars even allow a certain amount of simulator training. And that's not something I'm, I've looked at in a long time because I, I don't have one here and I don't Use one. I don't utilize it, and not many people that I know really have used it. But you can actually use this for even, I think, some of your ratings. You can use actual helicopter simulator time. So there are simulators for helicopters that.

You can use to get hours towards your rating?

Yes, I believe so. I could be wrong, but I know there's helicopter simulators out there.

A lot of questions have been tacked on since we started talking about simulators, such as from Gerald. Can using a flight simulation cause bad habits for pilots?

I'm sure it could, because if you're. If you're using it at home and you don't have somebody watching over you, I'm sure it could be, but what would they specifically be? I can't really say since I. Since I'm not actively using them and we don't use them here in our teaching. So I can't give a good, honest answer when I don't really. It's just not something that I'm working with.

Do you think that just depends on the pilot and if that's just already bad habits that they've already may have started?

Well, I mean, you can. You can pick up bad habits whether you're doing it in the simulator or. Or you're doing actually in the aircraft. Right. Like, since we're on the topic of CFI stuff today, one thing we learn about is supervision and surveillance. Right? Like we. We start selling somebody, we don't just go, hey, there's the helicopter. Okay, go out and solo for an hour. You know, we don't do that. There was a helicopter that was just wrecked recently. Student on his first solo took his hand off the collective helicopter. He. The ground rolled over. Actually, there's been two helicopters destroyed in the last three weeks in the Midwest from students taking their hand off the collective and rolling the helicopter over. That would never. That's not gonna happen when I'm with you, when you're soloing or when you're with me, and then I'm training you to not do that. Do not take your hand off the collective. But people will do stuff like that. So you could start getting bad habits when you go out and solo the helicopter. No different than you could get bad habits in a simulator. Right? Because the essentials of flying are going to stay the same. And the thing that I preach all the time is how important the basics are. Everything we learn day one private pilot is what we need to adhere to and stick to. And then pilots go out and think, oh, well, I'm commercial Now, oh, I'm this now and I'm too good for that clearing turn and I'm too good for, oh, I don't need to study anymore because I have my ratings. The problem comes in to people who aren't sticking with the basics of good private pilot 101 that we're taught from day one I think is the biggest problem that we have really with people and bad habits that they'll pick up is veering away from what they know was right when they were students. You should still do that same stuff, you know, for example, I keep looking for the helicopter but to this day, two step process, pick it up. Every time I turn, I clear the test tell. And I've done that since I was a student. I did it in the ems. I did it in commercial environment. A lot of people go, oh, Kenny's not around. I got my private. Now I don't have to clear the tail anymore. That's over. That's redundant. You know, I don't need to clear the teller return. Well, yeah you do. I worked in EMS for five years and they did a study in their own company. And in 40 years, the pilots that were wrecking helicopters, the number one thing that was happening was tail rotor incidents. They were turning tail rotors, they were turning them into trees, building hangers, doors, fire trucks, anything you can think of because of pilots losing that ability to go, you know what, we're getting ready to make a turn. Does the tail clear on this side or having the person over there, can you look out, are we clear on the left? That's Basic Private Pilot 101 that you should stick with. And people, some people just go, oh, I don't, you know, that's redundant. I've heard many times reports come back to me, well, you know what so and so said? They go, well Kenny ain't around so I'm not doing that. Or here, watch this. Kenny wouldn't like this. But I'm going to do this right, Like I can help you get to where you need to be and show you how to fly and be a safe and prudent pilot and fly to a standard. The minute you take that aircraft and go off on your own, you're now pilot in command. I can't control what you do when I'm not around. You should be sticking with what you knew and what you were taught from the military beginning.

Our next question comes from Paul wondering, is there any correlation with flying remote controlled gas helicopters and real helicopters?

I have never flown a gas powered remote Control helicopter. So I don't know what to tell you. I can just for fun, show you what I do have experience in.

It's a little dusty.

Yep. I was one of those weird kids that always keep the box of my toys. So this is the verti bird that you sit and you had two controls and one was just up and down, one was four and a. And it actually still works. It's pretty beat up, but I have experience with that. But as far as remote controlled helicopters, I have zero experience. I've never flown one. I know that people say they're extremely hard to fly and that they wreck them a lot. And so you got to be kind of prepared because you'll destroy them. So because that's not my area of expertise, I really can't tell you. That's all I got.

I feel like everybody's anticipating and waiting for our giveaway. I haven't received any more questions.

All right, we'll do that. And it's getting chilly in here because we didn't get here in time to have the warm the place up. So we'll wrap it up, we'll give it away. So here's what we're going to do for the giveaway. And I thought about this so that in order to win, I'm going to ask a question. But maybe you're not in CFI training yet, maybe you're working on your commercial, but you know you want to be a cfi. So maybe you want the course for that reason. So you at least probably have to be somewhat familiar in order to win the instructor membership. But I'm going to make it a super simple question and it's going to relate to. Well, I'll just ask the question then give you a kind of a hint after the fact, not including. There's a new. Let me just basically ask. Let me ask this way. If today I went and got my initial CFI checkride done and brand new cfi, how long do I have before that expires? How long? And you have to say this properly, the answer how long do I have? Is my license going to be where I can use it? Not about. Can I reestate later? This is a term and it's the same as a flight review. The length of time that you can go teach on that before you have to renew it. So that is the answer. You got an answer already?

I do a lot. Said 12 months starting out and then I had Will come into the chat three times to make sure he got it right. And that was 24 months.

24 months. That is correct. And that's why earlier I gave the hint in the video. I'm like in aviation, when you're talking flight reviews and a lot of these different things, you need to say months. Like saying, you know, two years is not acceptable because it's not right. It's, it's 24 calendar months is the proper answer because if you get it on January 1st of 2025, you're good to the end of January 2027. So you're good for 24 calendar months. Awesome. Well, we'll wrap up with, hey, send us your picture. We'll send you a HOGS no go button. We'd love to see some fresh pictures and when you send them in, we'll put them at the beginning of some videos because we're in video making mode right now. It's Jan, obviously December and we've been enjoying going live and I'm going to kind of miss it. I'm pretty sure when New Year's Day gets here. So I'm going to do some more live stuff and we're going to put out some fresh content because it's going to be January, right? So like today the weather's horrible. So. So we're going to have a lot of days where we got the R22 sitting here and or the R44 that will be here be back soon. So we're going to do a lot more. We might as well make some fresh content and do some more YouTube stuff and some more lives. So we will highlight you on the wall and we're going to continue to highlight people that we haven't shown yet. And remember, oh yeah, Santa 40 Christmas is over. But the Christmas discount lasts until New Year's Day. At Santa 40. Go down below to use that. Ask Hogs.com is down below where you can ask questions 24 hours a day, seven days a week. That's down below. And Hogs pays me is down below. You can become an affiliate and you can make some pretty decent money referring, referring other people to use hogs. And you go to that link down below hogspaysme.com you sign up, it'll give you access to a back office and then you can reach out to Heather because she's in charge of paying people, keeping track of the affiliates. And every 30 days she makes payments to our affiliates. So you get 50%. For example, ProPilot's 2800. If you're one of your students buys a pro pilot, you'll get 1400 bucks sent to your PayPal after the 30. After they make it past the 30 day refund date. All right, we'll be back tomorrow. What are we doing tomorrow? I don't remember. What are we giving away tomorrow? Something.

Let me see. Send in a couple of links real quick. A few have asked for some additional book links.

The links won't work in the chat, right?

Well, they've. They worked for me earlier when I sent them in again.

Maybe it allows us to put the links in chat, but not a viewer possibly.

Okay, so tomorrow, what are we giving away? I feel like tomorrow we might be giving away. Got a look. It requires a whole different tab. Nope, see, that would be day two. So we are giving away the hog Zip up hoodie.

Zip up? Yeah. Looks just like this, but it's zip up and the logo is smaller. Over here we have one less and it's a 2XL. That's the only size we got left. So we're last hoodie of all the hoodies we've bought. That's the last one. So we don't have any other in stock. So the giveaway is for a 2XL.

Before we sign off, could you possibly explain to chat why it would be 24 months and not 18 or 12 months? I seem to have a little bit of a disagreement.

Why would it be? Because the FAA says so. It's. It's been, that's been. I've been flying since the late 90s and it's always been 24 months on renewing your like to get your flight review to stay current. And since I had my. I got my CFI in 2001, I think and it's always been 24 months, the last 24 months. So that's just set by the FAA. You know, it's like when we. When I went through EMS training, I was flying the BK117 and our. When you go to their home base for your training and this old. He's an old army drill sergeant turned helicopter pilot and everybody loved him. He was, but he was really ornery and we were. He was discussing the redundant fuel system on a BK117 and he's telling me about, you know, supply tank and this tank and these tanks. And I'm like, why did I. I go, why did they decide it or design it like that? He goes, I don't know. I didn't build the thing. It's just how they made it. I don't know. Right. Like I don't know. So I have no idea. But it's 24 months. All right. You ready to sign out?

I am very ready to sign out.

No other questions?

No other questions.

All right. We'll be back tomorrow, probably 5pm 5pm again, but you're not on our email list. If you sign up, get this free PDF. You'll be in the email list. You'll get notified of our specials, our videos coming out live, events, giveaways. You'll be on the list. Ellen, do us one last favor before we click off. Do us a favor. Subscribe the channel. Working to try to hit 50,000 subscribers. We're getting there. I don't get anything. I don't make money from it. It means nothing. It's just a personal thing that I want to see it. At 50,000, I can go. Cool. After that, I don't care anymore.

Make a gift for Kenny. His birthday is March 15th.

Yep, yep.

Make it a birthday gift.

Okay. All right. See you next video. Peace out.

Peace out.

Feel the pressure to fly, but know the right decision is to stay on the ground. Hit the hogs. No. Go and live to fly another day. Helicopterground. Go.