I QUIT... WHO CARES...

That's it. I quit. I'm done. I'm not telling you anymore of what to do to pass. I'm going to tell you how to fail your checkride. I know exactly how to fail. I'm going to tell you exactly how to do it. Blah blah blah. Single video hey, I'm Kenny with Helicopter Ground School. Here's how you pass your I'm doing something different from here on out. Remember, we're helping you to fail because a lot of people don't care. They just want to fly the helicopter and see fancy navigation lights and blades spinning. Do not look at this book. Helicopter Flying Hen Buck. Do not look at it because look, 2019. Oh, that's outdated. It's outdated version anyways. I would not look at this. Do not. I mean, it's the bible. It's the helicopter bible. You better not open that book. You better not be familiar with the chapters inside and the information in there. Do not, I repeat, do not use the pts. Practical Test standards. Don't look at it. If you've already bought a copy, just leave it. Don't even take it to the checkride. I would not open it again. Who cares? It'll soon be called the Eric Man Certification standards. But who cares? I wouldn't look at it. Whatever you do, do not look at the pts. Okay? I'm just teasing. I'm not going to throw that. Because if I want to look something up important to flying helicopters, I want my book. I don't want you reading one. Don't download a free copy from the faa. Especially don't buy your own copy. Do not look at this book. Fly another day helicopterground.com do not show up an hour early. Be an hour and a half late. That's the way you do it. Have the examiner all frustrated and mad. He probably done went home. But then, hell, that way you don't even have to take the stupid check ride. So whatever you do, man, I'd slough off. I wouldn't look at any of that stuff I've mentioned already. I wouldn't look at any of it. I'd not be on time, man. I'd leave late, go out, drink some beer, head night ahead of time and just. Hell, just stay up all night, don't get any sleep at all. Screw up and still show up late. So what I want to do if I wanted to fail again. Logbooks Mob book who keeps good records. Screw it. Why would you want to spend all that money and time and effort to write it down? This stupid little book What? What's that mean? Important time, important things. Fly. Jump in the helicopter and go fly them cross countries and all that night and all the stuff you got to do. I mean, if you want to fail, I mean, don't go through the time and open up the far aim and go in there and put little cool check marks like I have in here. Little cool check marks beside, do not double check that. Step number one, don't fill it out correctly in the first place. And just if you do make entries, just yeah, hell, if it's a two hour cross country, I say fly. 1.5. Who cares? Logbook schmog book. That's what I say. Speaking of that logbook endorsements, who cares if your instructors like half ass? You know, just have him jot in, whatever. I mean, who cares, right? I don't know why you would care. I mean, you know, it could only stop the check, right? So you never even get started. But that's kind of what you want to do anyway, right? If you're not preparing correctly and using the PTS and the FAR AIM and the helicopter flying handbook and you're not going to show up on time and you don't have the endorsements aren't right or I mean your requirements aren't right by the far aim, why in the hell would you have an endorsement? A signature, correct? I wouldn't even sign the pages like the one like I got. Examiner threw a logbook at me one day. My student the night before, I'm like, hey, all your logbook pages are signed. Do that tonight, okay? Examiner comes into the office that day and goes, I'm demonstrating. This is what he did. He walked in. So your student decides not to sign his logbook, huh? Did you know he did that? You fill them out. I would definitely not take heed of our HOGS members here on the wall. The pastor, private, commercial, cfi. Don't use hogs. Don't listen to these people. They spent money, they studied hard, they were excited and happ happy when they got their rating and they were done. You don't want to be happy, right? Because you're miserable. That's why you don't really want to study and you don't really want to open up the books that you're supposed to. So whatever you do, don't pay any attention to the HOGS Wall of fame and how hard any of these people work to get through their Pastor Checkride. That's 273, did you say Heather? 237. But we have over a thousand email testimonials in 10 years, but don't pay attention to them because they don't know what they're talking about. I can always speed that up if I need to. Right. That would seem dangerous. Okay, then I have my best three tips of the way to screw up your CheckRide. Okay, my three best tips. Number one, don't go around. Whatever you do, do not go around. Execute every maneuver however you set it up. Fly that thing down. I don't care if you're sloppy, the setups, crap. Fly that approach on in. Yeah, don't go around. Whatever you do, do not go around. That is a super. Probably my best one for how you can fail. I've had three failures in my 21 years of teaching. Over 100 checkrides. I had three people fail ever. That's it. That's probably. That's one of the top three. So don't go around. Do not call it off. Set it up, sloppy, fly it down. Who cares? Because you're going to fail anyway. So there you go. That's number one. Okay, number two, you're going to get two for number two. Because the first one I thought of is why this students failed. But there's a tidbit that's an extra. It's a bonus for this one. So this is the numbers 2, 8, right? So this is where the examiner says, hey, I want you to shoot a straight in auto to the numbers so you know that you want to flare pretty close those numbers a little bit before, maybe just a hair after, but you want to be pretty close to this spot. Doesn't have to be dead on, but you want to be close. And with the proper preparation and judgment, you can get pretty close to that spot. So this, let's say I don't know how to do this measure wise, but let's say this is your. You're landing on 2.8 and you know, and you come down and you land about here and flare and come out and you go a couple feet past or whatever you go past just a little bit. Not really a big deal. But this guy, he lands like that's too way. Here's the Runway. He lands like way over here. Something like that. Missed the spot failure. He had to go in. Prior to that he was a fixed wing pilot, very sharp individual. And during the ground school he said, I'm reviewing VFR stuff. He's a rated pilot. And he's like, ah, Kenny, I just did my flight review for the fixed wing. I'm good on all that vfr stuff, you know, you don't have to ask me all that stuff. All right. I'm like, well, you still got to know it. Ah, I'm good. Well, guess what? During the oil portion, before he got to the flight, examiner pulled me out and said, hey, this guy's not doing well. He came to read Harley Reed Metar. I'm like, really? He's like, yeah. After the words. This student, still friend of mine, he called me a few weeks after he'd never felt anything in his life and he was like, kenny, next time you do an add on pilot, make sure you go over VFR stuck with them. I'm like, yeah, I told you. And you wanted to tell me. Oh, you just done a flight review and how you didn't need to review VFR stuff. Well, I'm just telling you, make sure you go over this. Which is what I was trying to tell them in the first place, which is why I'm trying to tell all of you. So all this stuff. So there's your failure right there. There's how you do it. If you're an add on, you know it all already, you got VFR down, no big deal. And who cares about the spot 281 4, the grass, the field next door, Hell, who cares? I wouldn't even worry about it. That's how you fail. Okay, set the belching Burpin flight instructor and my third one was my first, my first failure as a CFI was my first student as a cfi. And my student was a state trooper, had his act together and he was an airplane cfi, sharp individual. He said, read this, I don't want you reading anything. If I said read this, he'd read it, do this, do that. He always came back from from one lesson to the next lesson and would do whatever I gave him to do, right? So he was really sharp. I was brand new CFI too. So he goes his checkride, flies a couple hours away because the local examiner's not available, goes in, he's good, he's smart, he's got all this stuff down. He knows emergencies, he knows it all. Examiner says, okay, go ahead and here's some numbers. I want you do the math and I want to know what is the pressure altitude at this airport with this given situation scenario? He couldn't do it. He couldn't remember how to figure pressure altitude by hand. There's lots of fancy gadgets and ways to do it, but this examiner wanted him to do it by hand. He couldn't do it and he failed the checkride he had to get, he got sent home because he couldn't figure pressure altitude. The examiner I've used for 20 years, he always goes, hey, he'll jot down the numbers with a student. He'll go. He write it in. He puts down the numbers, then he'll push the paper over the app and go, okay, go ahead and figure that up and give me your pressure altitude from those numbers right there. But I want you to do the math. I'll go get a cup of coffee. I'll be right back. Figuring it by hand. So we push that inside helicopter on ground school. And we've always. I've always made every single student do that. Why? Because the first guy failed. So if you want to fail, whatever you do, do not know how to do pressure altitude and don't know. I definitely wouldn't learn by hand. Don't do it. Don't learn by hand. What else, Heather? Don't, Don't. Don't do any of this stuff. Don't buy hogs. Don't use any of those books. Who cares? Who cares? Nobody cares. Let's add a little bit of. Let's add a little bit to this because I promised the other chapters. Let's hit a couple. When in cruise flight, the helicopter suddenly yaws, right? And cannot be corrected by applying that left pedal, what is the likely problem, and what do you do? What I say? Keep flying. Who cares? You out. You want to fly for fun anyway, right? Because you spend your time on Facebook and Instagram and all these cool social media sites, and you like all the pretty helicopter pictures and fancy stuff, and you want to know all the cool stuff, but you don't really want to know the hard stuff. I have some advice for you. You know, there's a lot of YouTube, you know, videos out there, and there's courses out there say private pilot. The easy way, easy way to pass, whatever. Go to that channel. Because there's no work to this. You don't need to know nothing. I just keep flying. I just. I just keep flying. The helicopter hypoxia, man, comes along with the feeling of euphoria. The examiner in aeromedical factors might say, what are the corrective actions for hypoxia? This is a great buzz, man. This is fun. I feel good. Don't have a care in the world. Why would you want to correct it? Helicopter smell a copter. Emergencies. The helicopter ain't gonna break. Nothing's gonna happen. You ain't gonna ever fly that high to get high. Epoxy Anyway, you only fly 300ft above the ground anyway, so who cares? What RPM will the low rotor RPM horn come on in your helicopter? Don't look for the answer in a P08. And I would tell the examper, examponer. I'd tell the examponer, Kenny's high on hypoxia and he don't care. Rope rotor RPM horn RPM shmorn to fly another day. Who cares? That's how you fell the check R. I quit. I'm not telling you how to do it anymore. Especially the pts. I'm so sick of the PTS and the far aim and the helicopter flying handbook, hogs videos and these videos, blah, blah, blah. You might have your own notebook. You might be taking notes all this time, putting some things together. I wouldn't study any of it. See, if I check right, I did pass, but I took it with Tim Tucker. I like telling the story because, you know, I like to brag. I did my CFI with Tim Tucker. It was super difficult checkride. And when I was messing up, I was teaching from my notebook and he was looking for a term and I had my lesson plan in here and I couldn't come up with the term. And he's like, he reached over and grabbed my notebook and he turned a page and I heard the huff and puff and he went, this table isn't very big. So this is this mini version. He literally does this. And I talked to him at heli Expo and he denied he ever did this. And I laughed and said, yes, you did. He threw the table across the table at me. Goes sliding across the table. He's like, why don't you. Why don't you look inside your own lesson plan, your own notebook? Don't, don't. Don't take any notes. Or if you got notes, forget about them. I'd get rid of them. Last but not least, aircraft log books I've already talked about in the series. I'm going to say it again. Here's what you want to hear from the examiner when you're sitting there across the table to know you're on the right track. To fail. To know that there's no way. Here's what you want to have the examiner do multiple times until he says it's over. If you hear that you're on your way to failing that checkride, I quit. I'm not telling you about any more of those. I'm not telling you to look at any of them because I don't know what else to say. That's how you fail. If you want to do it, and you want to do it upright, you want to fail with confidence because it's easy. Anybody. Monkeys can fly helicopters. Piece of cake. You don't even know nothing. Do not, I repeat, do not use the far A manual. Don't look at that thing. Don't download one from the from the app store. Don't get a hard copy. Do not open it up. Don't use a study guide that's in there in the beginning that tells you what chapters you should study. Don't worry about it. That far aim. Let that thing be on the table of the day, the checkride or not. Don't even take one. Ah, hell, don't even take it. Piss on it. Leave it at home. Stop. Peace out.