LTT: Don't Overthink, Don't Over Compensate, (including our new CFI)

Foreign. Says it's live. Let me know if you can hear me. I'm operating this by myself today, so I'm going to pick on myself and then some others today just because I feel ornery. We're initiating our new CFI into the gang. This is from Heli Expo. A few years ago, we were like a gang hanging around Expo. I was like the creator of the gang and right here is the troublemaker of the gang. Oh my gosh. We did have a good time, but I gotta say, the Tasman was a little wild. So here's Tasman down in Vegas. I did some flying with him down there when we did that Heli Expo show down there. And so today I'm just gonna. We're gonna. Let's call this Kenny's therapy session. Yeah, you're helping me with my therapy today. Had a great day on the 15th for the, you know, my 57th birthday. The end of the sale, which we have extended, by the way, you got to the end of the month to save because things went kind of crazy. But anyway, I wind up. It's like the universe tricked me. Last week, pulled a dirty trick. My birthday ended up being good after a couple frustrating weeks prior to that. And then what happens? Tuesday or Tuesday was my birthday. Heather started feeling a little funny. By the next day she felt really bad and I was going downhill fast. Turned out it was influenza A. And man, I tell you what, I haven't had the flu in a long time. And that frickin kicked my rear end. Oh my God, I was so freaking sick. And the week just drew out. I had all this stuff I needed to be doing, trying to get the loan finished up on this hanger because we're. I had to buy the hanger. I've been leasing for three years and they got an offer on it, so I had no choice. I didn't want to lose the hogs hangar, lose our home. So a lot of frustration with that in the last few weeks and three months of trying to get this thing flying in the air. And so I had a couple frustrating weeks, then I kind of got turned around and then boom. It's like I had a good day. It's like mother Nature's gotta go, oh no, you had too much fun. Screw you. We're gonna make. You're gonna get sick for a week. So anyway, finally got back feeling decent enough the last day or two. Couldn't imagine how sick I was last week to just in a day or two. And I did go to the doctor at the end of the week and they're like, it's five, seven days to get back to like feeling somewhat normal human being. And I was like, God, I don't even know if that's going to happen. That was Friday. Whew. So trying to get back in the swing of things. I was up late last night because I got had to get my house appraised this morning because that's all part of the loan with getting this place bought is they got to appraise my house and blah blah blah. I was up late doing that. Just trying to recuperate up early, meeting the guy and I got all this stuff that's just driving me crazy. Never fails. Why is it he does that at 2 o' clock when he knows that's what time I go live? Happens every time walks in the door. So I guess he's got to hang around and not start banging on shit. Banging on helicopters just come on in. I'm in an aggravated mood anyway, so what the hell, it's funny. Well, you hear that little beep beep beep there? Somebody's coming through the door. All right, so let's have some fun with this though. All right, first I'm gonna make fun of myself. Before we get to the topic of the day. Check this out. I don't know why this was out downstairs. I went downstairs just to take a look this morning before the appraiser guy got there. Let's make fun of Kenny. April 1990, when I graduated from the Indiana Law Enforcement Academy. Check that out. Look at the gooberness action going on there. Look at the hair. Crazy hair. But especially look at the stache. We all had to have a stash back in the 90s. We thought that was cool. Yeah, not cool. Not cool at all. But you know, I had to read through it real quick and is it's like helicopter training. The. At the academy you go through 12 weeks of training. Officers receive 480 hours training. Includes 54 hours of training and firearms, 34 hours emergency vehicle operations. And it's like I'm reading like 20 hours of dual, 10 hours of solo, 5 hours across country, blah blah blah. It's funny how things all kind of relate. So where should we start talking about making things over overcomplicated? Let me start with my notes up here because I was at home because I've been trying to take naps too as I'm getting back in the swing of things because the doctor said go back to the week, easy. Don't just hit it Hard, kind of. And so I'm dreaming about this stuff. Even when I'm sick, all this stuff's just going through my mind. It's like, I can't have a break for, like, one night. And last night I'm dreaming about this stuff, and this morning I'm dreaming about it before I head in here. And so I just started typing some notes. And to the not over complicate. Don't make too complicated. I want to start with cfi. And this can be taken in more than one way. And students pay attention to this, too. When we were training for CFI and everybody does this, we had these mountains of books. I mean, we had everything under the sun imaginable, which almost everyone does, right? People go out and they get this book, and they get that book. And the other guys flying with did our commercials together and CFI together. He was big on downloading stuff, and he would download stuff for me, which was nice, but he literally. We had a stack of stuff like this downloads, and then our own lesson plans we created, and on and on and on. So we do our commercials together, and we're trying to get our CFI together, and we're flying with one of the instructors when we can. And we get a chance to fly or do some ground with the chief pilot at the place we were training at the time. It was up near Chicago. And this gentleman actually now works for the faa, and I recently saw him, and this is kind of a fun part of the story, too. But anyway, so we're training together, and we go in, do some ground with him, and he's like, all right. Looking at both of us, he's like, you guys have way too much stuff, you know? And we're like, you know, what are you talking about? You know, we got this book and that book, and we got this. And we. And he's like, you know what? Everybody does this. And let me help you guys out right now. You need to ditch about 50 to 75% of this stuff that you have drug in here needs to go away. You know, like, what are you talking about? All this time and effort that we spent getting ready and compiling all this stuff. And he said, you know what you need? You know, at the time, that was the Rotorcraft Flying Handbook or the Basic Helicopter Handbook. Doesn't matter. It was back in the 90s. He's like, you need the basic flying Helicopter Flying Handbook, aviation Instructor Handbook. You need a FAR AIM manual, and then there's the other tools of the trade that you need, then some supplements Maybe the FAA weather book. And he's like, but you guys have way too much stuff, and you are completely, entirely overwhelming yourselves. Well, he was right, you know, because we were. When you're trying to do the cfi, you know, you're trying to figure this out, and you're trying to figure out where you're going with the training and put all this stuff together. And it was a big help when he just kind of, you know, and he was pretty, you know, pretty upfront about it. And we, like I said, we just had to go, okay. And we took his advice, and many years later, I ran into him and he said, hey, you know, and he remembered me from way back when I flew at that school working on my cfi. And he's like. I said, hey, I want to. I want to thank you for that. Years ago, we worked on the cfi, and you told us about, you know, that we were overwhelming ourselves and we had way too many books and had way too much stuff. That was great advice. And he kind of laughed and chuckled and we talked about it, and that was really cool. So then the same thing, he was helping us near Chicago. But you know how we talk about how it's trouble putting together an instructor, an aircraft examiner for a cfi. Lots of things involved, right? So we were trying to put this together, flying with that chief pilot and this instructor and that other instructor when he was in town. And so we got tired of that and we went to California to do our cfi. We went to do an accelerated course. It wasn't called final approach course like we have available now, but it was a. Let's say it was 10 days. I can't remember now. And you go out there to California, and in 10 days you're going to do your CFI. Okay? So luckily, we didn't take, you know, we took maybe 25% of what we had on the plane to California. We get out there and we start training together. And this school would crank out a lot of CFIs. And we were in the. In the room with some other guys working on their cfi. And one young guy, I think was from Japan, and he had this incredibly detailed aerodynamic equations and this. He had this stuff super, super detailed. So as we're all training together and going to the board and teaching stuff, He keeps asking these questions and going really, really, really deep with stuff beyond what the instructors were trying to get us to teach, trying to get us to teach at the private pilot level. This one instructor actually goes over there at one point and grabs his notebook. And he took it over and he threw it in the trash can. And he's like, you need to just stop. You are going way too far. You are going way overboard. As a cfi, you're teaching to a private pilot level. For most of the time during a checkride, being very knowledgeable is great. Being very detailed is great. We know this, right? Going too far does nothing but cause you headache and heartache. So we learned this lesson again about watching somebody else, right? Luckily we had a chief pilot who's like, knock that off. Knock it down to the minimum. Things that are really required to teach. So they prep us for the checkride. And I've talked about this over the years, but I'm going to repeat the story because it's part of it. And we take our. We're going to take our checkrides with Tim Tucker, right? So back to the keep it simple, keep it stupid, you know, limit it and know what you have, right? Know the books you do have and know them really well. So they're prepping us for Tim Tucker and they know his style of teaching and what he does and how he's going to operate the checkride. And the guy that was training us that was going to sign us off told us ahead of time, he said, no matter what you do on this CFI checkride, do not open to a page in the book that you're not familiar with. It's okay on a CFI checkride to open a book and present something because the examiner is asking you to teach, right? But make sure you know the page you're going to go to. Go directly to that page, that section, go find the number of the page and go there. Do not flip pages. Whatever you do with Tim, do not flip pages. And I did it exactly what he told me not to do. I'm in the helicopter flying handbook and there's one page, a whole bunch of diagrams and all kinds of angles and angle of attack and resultance and all this crazy stuff. And I was intimidated by that page and I didn't need that page to answer the question that Tim was asking me, right? So. I just, I go past that page and Tim's hand comes across the table and stops. He's like, oh, since you got that page open, why don't you tell me about that page in the book right there? That is the last page I wanted to teach. I was pre warned about opening the book and only open it to exactly where you want to go. And what I do screwed it up. Instructor yelled at me later too. Trust me, he was not happy with me. And then also during the checkride have a lesson planned and we're teaching something about the rotor system and Tim was looking for the term blowback. I couldn't think of the term blowback and I was stuck. And I'm teaching what's on the lesson plan. I'm going along, going crazy. But he stumps me and all he's looking for is the term blowback. So this is one of those times where something stupid got me. And he, for whatever reason he grabbed my note because my notebook is where I had my lesson plans. The notebook I talk about all the time actually made my lesson plans in that. The one that I used to study after my first failure. Then I used that to put all my lesson plans in there. So then. He reaches over as I'm stuck and he. And he just turns the page in my notebook and the finishing part of the lesson plan was on the backside and there's the frickin turn blowback. So he's like why don't you take a look at your own lesson plan? And threw the notebook back at me, slid it across the table, Made me feel like, you know, this frickin tall. Anyway, I met years later, I asked him about that one time I was at the Haley Expo and we were talking about it. He goes oh, I would never throw a book across the table at somebody. And I'm like oh yes you did. And we laughed and joked about it and was all fun. So it goes to the story of, you know, the whole point of today about making things, not overcomplicating them. Don't overcompensate. This is something I tell occasionally, but I want to tell this one. When I was flying ems, you know, you'd occasionally fly with Czech airmen and with this. And you'd have different Czech airmen come in from around the country to fly with you. And with a Czech airman that came in to do our night vision goggle training. It was new to our program. We hadn't flown with night vision goggle before. So he's there to train us for the night vision goggles and when we first sit down, start training, he's like, and I haven't read the book and I should read the book, but there's a book out there called like Everything youg Need to Know, you Learn in Kindergarten. And he talked about how to make it in EMS and piloting and being a helicopter pilot and especially in the EMS environment. He said you were taught everything already. You need to know when you get your toys out, when you're done with them, put them away. You know, be nice to others. And he goes through this simple little list of things. They're again, back to what we preach all the time. It's the simple stuff that's important. And I've never forgot the story. And I wish I could tell it the way he told it because it was an excellent story because it just made you think, you know, it's like, you know, it's like all these little things that are so important, you know, along that line, same place, same EMS base. It's like you're instructed to. When you show up, you go in the hangar, you pre flight the aircraft, you get ready to go, you check in with your company, and you get everything ready to go. If you fly, you fly. If you don't, you don't. If you want to move the aircraft outside, that's your prerogative. At the end of the day, you put it away. That's how you're employed. That's what you do. And we had this one pilot, of course, he'd always pull out a nice day and then go. And I'd roll in and be like, oh, hey, you know, it's beautiful. I just went and left the helicopter outside. Well, then, you know, half an hour later, I'm running outside to get it inside real quick because there's a fricking storm coming. It's like, that's not the point, you know, you moved it out. Put the damn thing back inside when you're done. That's what we're supposed to do. That's what we're instructed to do. Why can't you follow the rules? Why can't you put the damn helicopter back in the hangar when you're done with it, you. You pulled it out, you put it back in. It's not my job to go put it back in for you. That's my point. For our new instructor or anybody that wants to come fly here. Something that I was taught early on. First school I worked at not first, one. Second school at that. I got my really good start at where I worked full time and was there for like five years. The people I worked for, everybody tell me how the man and wife that owned it, and they would kind of complain about the woman that was running it, right? And one thing that you didn't do with a helicopter ever, you don't leave a door open anywhere, anytime. And I was actually trained that way in the beginning. Where I come from, where I flew in Chicago. You open a panel, you close it, even if you're coming back, you're gonna walk across the building and you're gonna go back, you latch it up. Same thing with the door. You open the door, you reach inside, you're gonna go do something, you're gonna come back, you latch the door. And I was already trained that way. And then she went as far as, you know, those aircraft had to be cleaned every single day. Right. But they had a young guy come in and did that. But you're also instructed on how the aircraft's supposed to look when you're done with it. Right. There is a certain amount of fuel that needs to be put back in the tanks. When you would come in, whether you're flying the helicopter for the training helicopter or we were going out in the Jet Ranger to do news reporting, we always put the aircraft away with fuel in it. And you would fuel it for the next training flight because we know we did an hour, so we knew the right amount to have in it so the next person could go out, fly their hour and have their 20 minute reserve. And we did the same thing for the news flights. You always put the helicopter away with 50 gallons of fuel. You knew you had two hours of flight time total. So you'd have an hour and, you know, hour and a half to be in the air and still have reserve and more than enough for the average flight. And you also need to put the seat belts back correctly. Okay, okay. Each time. It's a very simple thing to do, but teaching somebody early on, you put the aircraft back the way you found it, Right. You know how to put it away when you're done, you latch the seat belts nice across the seat, put them nice and straight, pick up your stuff that's laying in the cockpit on the floor. That is so professional and so simple and easy to do. And luckily I was trained that way in the beginning. And then the first place I worked at, where I worked for five years, that launched my career. I mean, they all thought she was being a complete bitch about it. And I thought it was awesome what she did. And I've kept that same routine ever since. Right. Whatever aircraft we have here that I'm flying, I'm in control of that I'm flying. I want the panels closed at all times. If you're going to walk away from it, I don't care. Close it up when you're done with it. Put it back where it belongs. Don't just pick up, oh, I'm going to Move it here. Or I'm going to put it this way, this is a better idea because you know what happens? Tail rotors start getting jammed through windows. I've been there, done that. You know, all kinds of bad things happen when you start deciding you're going to do something different. Well, I got a better idea, I got a better way. Well, you know what, the people that were ahead of you are probably smarter than you or they were smarter than you, but they have a system, possibly. And if it's a good system, you leave it alone. And the whole thing with the panels, you know, when you get into the EMS environment, you learn about people that lost their lives in aircraft because the panel was left open. And so for those of you coming to fly with us, close panels when you're done with the aircraft. Seat belt's nice and neat. Pick up your garbage. Don't leave your water bottle in the bottom of the aircraft for me to pick up later because I'm not going to be happy. I want to walk in, I want to see the aircraft back the way it was when I walked in the door. We got two mechanics and they're good mechanics, but I walked in and the helicopter door's hanging open, nobody's around, the toilet lid's open. Well, so what's the deal? You just, end of the day you just leave the helicopter doors hanging open and you go use my toilet, but you're just going to leave it hanging open for the next person that comes in? Maybe Heather's going to come in and use it. Maybe even other female customers coming in. Maybe I got people coming to praise the building and you're leaving the toilet. What's wrong with put it back the way you found it. It's not that difficult. It's not that damn difficult. So there's a reason why we have a standard of training and there's a reason why we have a method of doing things and there's a reason why we want to do it the same way every time. You know, when you go to try something new, you got a better idea, you want to do it your way. Might not be the best way. So Heather's not here today. Let's get light hearted for just a second. Heather is taking off with. She's still man on the phones this week. I don't know why I say man on the phones, because she's not a man. She's taking care of the phone line, has the laptop with her, but she's taking off with Beau, her son for his last week As a senior in high school. His last spring break ever. So that's why I'm not in the chat, because I can't talk and really chat at the same time. Hey, there's Nick in here. Internet is super amazing at our current place, but I'm here and ready for a good ribbon. Good, because we haven't made fun of you yet based on the video title. LOL. Look at that. 6 stash. That's right. Awesome, Ron Bear. Great topic, Kenny. Always a pet peeve of mine. You use the aircraft, make sure it's clean and ready to go for the next flight. If you go off airport and fly in the dust and grime, wipe it down. Doesn't have to be super clean, just get it ready for the next pilot. Yes. Thank you, Ron. It's not that difficult, people. So go back to this professional Czech airman. And the guy was one of the coolest check airmen ever. He was my absolute favorite. And he's sitting there telling this, guys, just do what you're supposed to do. Put stuff away. When you're done with it, put it back the way you found it. So you see where I'm going with that? So thank you, Ron. I like to hear that. That's awesome. We'll jump into Nick, call him Jaffe. You figured out Jaffe yet, Nick? Anyway, all in good fun. Okay. I started off making fun of myself and I told you where I learned about going overboard, right? Let's pick on Brian next before we pick on Nick. Brian's been with me now since 2013. Hogs launched 2012. 2013. Brian calls me up on the phone, hey, I'm in the aviation unit and the chief training guys retiring. And man, I want to. I want to take over the training spot. I want to get my cfi. Would you help me? And I'm like, yeah. And he bought my DVDs at the time or whatever. But he's like, I want you one on one. I want you to help me one on one. Will you help me? Yeah. So I'm helping Brian create some lesson plans. And Brian isn't here today either. He's actually gonna. He's right now zooming with a member and he's getting ready to go fly patrol for the sheriff's department because even though he retired, he still flies for them part time. But I told this story just recently, but I'm gonna tell it again. And Brian laughed about it that day. He brought it up. Even I didn't say it. We're talking about Brian being around since 2013. And he brought it up. He goes, yeah, like the. What the hell aerodynamic term. And I can't even think about what it was. It's a small term that isn't discussed that much. It's somewhat relative, but it's a story. Brian starts teaching me this. One on one, we're over. We didn't Skype or whatever we were using back in 2013. And he's teaching me this lesson. And it's going on and it's going on and it's going on. And I'm sitting there and I'm going, you know, I know I had to be, like, struggling to keep my eyeballs open. And at a certain point, he was like, is everything okay? Is this bad? And I'm like, it's not bad, Brian. It's really, really good. I go, but this is the most detailed lesson I have ever heard on this topic ever. And we're laughing and joking about it, and I'm like, I don't even. Where are you finding this information? Oh, he's like, oh, I got it from here, and I got it from there, and I got it from here. And I'm like, it's good stuff, but you're just going way overboard, man. I mean, I go, you're just like. You're blowing me away. I don't even. I don't know where this stuff is coming from, you know? And we laugh and joke about it now, right? So, Nick, since you're listening, you're here and you got good. You know, I'm dreaming about this last night because yesterday I gave Nick his first assignment. Like, all right, here's what we're going to do. Let me fill you in on the helicopters, okay? You know, the helicopter A is down at Venture Heli. It's flying helicopter here. Yeah, we'll get to that in a minute. It's running. It has flown, but not ready for members. We had to move our schedule. We had to cancel a couple flights because it's not really ready yet. It's close as of a day ago. Well, there's a couple squawks and radio cert or something, and they're done. So anyway, Nick made it to Indiana, and I was sick, right? So I didn't get ahold of him until Monday morning, him and Jason. I just said, hey, could you guys get together and do something for a day or two? I'm recuperating from being sick. And they're like, sure. Hey, we already talked, and Nick was going to go down and fly with Jason. Yesterday, Nick, did you fly? How did it go? Hope you guys got in the air. So anyway, I was glad those two were going to go do that to let me take care of what I need to do today and kind of get back at things. And I said, hey, Nick, here's what we can do. See what you can get a flight, a little supplying in with with Jason and you know, freshen up your pre flight and start up and then you do the same for me when you come up here, maybe you'll already be, you know, fresh to go fly. Flying with Jason. I go, you can freshen me up on pre flight and start up. And I go, there's some great content for hogs. Let's do a pre flight video. And so while you're down there with Jason, think about pre flight, like a good pre flight. And when you come up here, that's the first thing. That's your first official project with hogs. We're going to shoot a pre flight video for the 269 Sweitzer helicopter. Because people want that, right? They've been asking us, hey, when are you going to do content? It's like, well, let us get the thing running first, okay? And let's get the new CFI here one piece at a time, right? Building blocks, one piece at a time. So losing track of my story because I got so many directions I'm trying to go, oh. So I just said, hey, just think about it, you know, get it fresh in your mind. And of course he has a, you know, starts asking about this and that. I'm like, just, hey, it just, it's laid back, you know, just talk to the camera. It's like teaching a student what they need to know about the aircraft. And a couple emails went back and forth and I'm just like. And I'm thinking about it last night and then my nap this morning after meeting the appraiser, I wake up thinking about it again and I'm like, nick, just breathe, man. He's a new cfi. He's got a little training under his belt. But the examiners at the CFI checkride say you're gonna teach me today at the private pilot level. Okay. And that's the majority of your training you're going to be doing is private pilot stuff. And everybody has a tendency in the beginning and when they're new to just go overboard. And in the early on, a month ago or so, in the emails, back and forth, I said, hey, Nick, are you current in the Switzer or R22 or whatever. And all I was looking for was oh yeah, hey, all I need is a flight review. I know what a flight review is, right? He's like well as of Part 119 in the FAR and starts listing out the whole freaking regulation in email and I'm like oh my God, Nick, I know what a flight review is. It's like just say hey man, a flight review, you know, I'll be good to go. I don't need the reg. I know what the friggin reg is. I've read it 150,000 times in the last 25 years. I know what the reg is. So that's where I want to pick on Nick today too. And just say, you know, we want like with the pre flight video we're going to work on doesn't have to be super over technical. It needs to be what is a student pilot or somebody Transitioning to the 269, the Schweitzer? What does that person need to know? We don't want to go overboard and make an hour and a half long pre flight video. I mean if it needs to be that long I guess that's okay. But I highly doubt it's going to take hour and a half. We don't need a history lesson. We need to know for someone that's never flown one, maybe they're brand new or whatever the case is. What does a person need to know? What's important? Do we care how many rivets are in the tail boom? Hell no. We don't really give a shit. Do we need to know about what to look for over time? You know we have the poh, right? POH tells us how to pre flight the aircraft and that's great and we all need to use that poh and that in your aircraft checklist should be built off that poh. But there's always those things that you need to know about that aren't in the poh. The things you want to hear from. Like why I was looking forward to flying with Taz when he comes up here. Just, just cause he's been flying him so much for the last three, four, five, six years. He's got a ton of time in him. That's the type of person that I want to go over. I mean I want, you know Nick and I are going to go over it when he gets here. But you get the nuances from people who are in an aircraft all the time. Like I could give you the nuances. If we're going to jump in an enstrom Because I've been flying them for 27, 25 years and never really been away from them. And, and I have more time in that aircraft than anything else on the planet. So I can give you the little tiny nuances, man. I can tell you all that little green eaty, greedy eaty, cool stuff that you got to know to do it and be safe. But it really all boils down to, you know, what do you need to know and what's important? And sometimes we do. Any of us can go overboard and sometimes flight schools probably go a little bit overboard on some of the things that they teach. Maybe, maybe not. Some people want every single little detail, but majority of what we're doing is private pilot training. And what does a person need to know? They need to know what to look for. They need to know what's going to get him in the, get him into trouble. And that's why, like with checkrides, you know, I want to take this conversation today into checkrides about don't. What's the title of damn video. Don't over overcompensate. You know, don't try so hard that you just make everything a big mess. This goes back to the ME as a new CFI and the cheap pod going, hey, whoa, whoa, tone it down, tone it down, tone it down. It's the same thing with you as a student. If you're brand new to this and you're just getting started or you've been flying, you got 50, 60, 70 hours and you're trying to get that private pilot rating done, don't overcompensate and make it too damn difficult because there's a key to it. It's called the pts. That will soon be the acs. And it's the same story I've been telling for years. New cfi, we're cranking out people and working with the same examiner over and over and, and we go pick him up in an airplane, bring him over and do two check rides a day when I'd get two ready and we're flying back the one day and the airplane pilot's a CFI and he's the CFI or the examiner I've been using forever. His name's Jeff and he's like, hey, Jeff, you know, is it, you know, what's really the trick? You know, what do you really got to know about getting through checkride? You know, what's, you know, some question like that? And Jeff's like, ever heard of the pts? And you know, Danny flying, he's like, oh yeah. And he's like, that's pretty much all you need to know, right? And we harp this over and over and over and people still don't use it. You make the checkride difficult by making it too difficult, you know. And we recently saw a stat that said, oh, start using the PTS like 3 days before your checkride or some shit. That's like, that was some official document somewhere, Michael Wirth's one that found that, I think going through the regs. And he found some course that said that. And I'm like, I don't know, it's not the way I do it. I introduced pts right from the beginning because we should be thinking about that. You really need to hit it heavy in the end. But it's telling you what the test is going to be about. It's telling you what you're going to focus on. And when you're preparing, you're going through all this stuff for the written test, A lot of that stuff, stuff that you're just never going to use. It's paying your dues. It's all it is. It's paying your dues to get that stupid written test done and get out of the way. Some of it's very important information, but a lot of it, no, a lot of it's not that important. So it's kind of like you get that damn thing done and then going for the rating is what do you need to know to keep yourself safe? How are you going to get in trouble if you don't understand weather 100%, you don't understand fog 100%, you don't understand the aerodynamically, what's going on with the helicopter and what you're going to notice at the onset of a problem, a vibration, something going on with your gauges and your temperatures. You know, that's what you got to know to be a safe and prudent pilot. And that is what is important. Just so many times we just, we go overboard in it and if you break it down, I wish Brian was here today because I think Brian would agree with me on this. As a 30 year aviator and 30 year, 30 year law enforcement, we agreed on the same thing. A lot about being a cop is frickin common sense. No kidding. I mean, we go to the academy and we learn regs and we do all kinds of fun stuff and we learn to drive fast and shoot and do all kinds of cool stuff. But when you get out and start being a cop, it's a lot of it is about freaking common Sense and using your head. And it's no different being a helicopter pilot. Slow down and think. It's a lot of. Being a helicopter pilot is common sense. And I realize some people don't have it. And I'm sorry for your luck. If it's not something that's in your arsenal to be working. Oh, my God. What else could I tell you? I think. And it goes back to the. Why do we make things so difficult? You see the helicopter sitting kind of funny. I know. It's kind of sad. Let me explain that. Let's make it fun for a second. You know, we call them semis in the US And Canada calls them semis. Semis. While I was sick the last week, I was watching outback truckers. Used to watch it years ago. When you're sick, laying in bed for hours, what do you do? You watch tv. And I love how that they call it a prime mover Instead of a semi. They call it my prime mover. I had to stop and pick up my prime mover before I went to get the trailer or whatever. We got a dolly sitting outside. I'm not going to call it dolly anymore. I never liked the name dolly. That's now going to be my prime mover. Be my prime mover for the Sweitzer because we got these dinky little cheap tires with these pins. And as you can see, the thing's sitting here all jacked like a weirdo. Everything else I've ever flown since 1997, it has a decent kind of wheel or something figured out where you just clip it up, down, or you're on a dolly. Either way, in and out. This thing takes two people to take the wheels on and off. So I left it sitting flat on the floor, and I come back in the mechanic fluid. Well, now it's skids sticking up in the air. But he apparently does that because he's got a jacket up back there. Otherwise he can't get the wheels on and off by himself. I don't know. It's like, why did. Why is this got to be so complicated? It's not that difficult. Somebody else figured it out anyway, as soon as I'm authorized that I can fly it, it's done. They go, okay, you guys can start using it. It's going to go on the dolly and hangar dude back there. Hopefully he's got the wheels we ordered we need because we got some bad wheels. We're going to make it work, but they're squeaky and make noise and shit. So I just want what's easy. I want to make it easy. Why do we beat our heads against the wall? Make it harder than we have to be? Well, I hope there was something in there of value today. That was my therapy session that I could just share with all of you. For years I've wanted to. And there's more on here, but God, I know it's been going on for 40 minutes, so let me wrap it up. For a long time I've wanted to do like the Frustrated flight Instructor series where you go on and do a video and you put a disclaimer, hey, this video is just for fun. And I know people would just probably freak out if you did it, but if you heard the way flight instructors talk in the background, it can be pretty horrible at times because CFIs can get very, very frustrated. And I get it. I get frustrated and I'm gonna see if I've been doing it a long time. And we get frustrated over stupid stuff. And I'd love to do like, I don't know what you call it where everybody knows it's in good fun, but you could really just rant and rave like you want to and should do sometimes. So today was, I tried to make it kind of fun, a little bit light hearted and ran a little bit same time. And I do feel better now. And I think part of the problem is I need to fly because we spend so much time talking about flying and a little bit of time, so much talking about flying, not enough time flying. But I haven't flying at all. And we've been jacking around with this thing since December when I was sick in December, moving everything around. And I'm honestly, I'm just getting tired of waiting on it. It's like, get your act together, mechanics, and just get the damn thing done so we can get on with our lives. Start flying and I think I'll feel better. So, yeah, there you go. There's a little dose of reality for today. Thanks everybody for tuning in. I'm going to sign out and we'll figure out what's next. So.