Physical Weather The Basics & The New HOGS NO GO Decision Button

All right, looks like we are live. Let me shut my fan off here. So most of you probably know, or maybe not, we are rebuilding the weather section inside helicopter on ground school. And we know from polling our customers members that one of the biggest problems you have learning weather, struggling with weather.

And.

We'Re going to help you with that. We already have a weather section. The one that's been there I built several years ago. And of course we've made a lot of strides moving forward with helicopter land ground school in eight years. We've known for a while we need to get in there and revamp the weather. And the approach we're taking this time around is, is Brian's developing the new weather section and he's breaking it down and putting it together in a fashion that's hopefully going to make more sense to you and be more helpful to you. I know a lot of the weather was in there is kind of dry. I built it years ago when I was working alone and I did the best I could. But so far, just to comment, today we have several new weather videos in there already in the private pilot section and somebody just made a comment to Brian today inside Hogs and they said, hey, great presentation. I like how you broke it down into the simple steps. So what we're going to show you today is physical weather, an intro. And what Brian did is this is the beginning. This is the first video in the weather section as we rebuild it. He's already done metars and he's done taps. Now we've done the intro and that's what we're going to show you today is what he has prepared for you to get started in the weather section. Okay, so what I want to show you first and then we're going to get to that weather section. A little bit of housekeeping here. We have to say congratulations to Steven. He is going to get the no go button from sending us his picture. I'm going to talk about more about that in a minute. But he said, Steven here, your video training helped me get my private license a year ago and again to get my commercial just today. There were lots of factors to overcome including making a last minute prudent decision to not fly the checkride but to use the small window using a different aircraft. Your videos and training platform have been a vital part of my training. As a matter of fact, you were my only source of instruction and pretty much only reviewed with my cfi. Your new video editions have been a major help as well as I have some suggestions on additional topics. If you'd like to. If you'd like as well. Overall, I'm thankful to have had your training and I could watch it even on my way to the airport. Lol. Awesome. So congratulations Stephen. And that's what Helicopter Line ground school is built for. It's built to help you regardless of whether you're studying mainly on your own or you're doing some ground school through hogs, some one on one with your instructor, or mainly all with your instructor. Then you're using HOGS to back up what you're learning with your instructor. It can be used in so many forms and fashions. I just had an email today from a young man who said, hey, can I do ground school as well? One on one? I'm like, absolutely. And I'm going to send him this video. But there's a number of ways that you can do it and it's whatever works best for you. We're going to get to the weather here, but I want to show you at the end of the weather presentation I'm going to come up with a little giveaway. Steven that sent me that email is going to get the first no go button from sending his picture. We have a few that people have won in the past. They're finally in. Here it is. This goes along with weather, right? We want to train you to understand weather and be able to make a good go no go decision and we want to start a trend here and we want you to literally we're going to, when you pass your checkride and send us your picture, as long as supplies last, we're going to send you the no go button. Steven's getting this one or getting one of these. Live to fly another day. Helicopterground.com so when you make that weather decision and it was if you know you wanted to go, you needed to go, somebody wanted you to go and then you decided that you're not going live to fly another day. Helicopterground.com so understanding weather is a huge part of this. So let's get to it. I'm bringing Brian in from California and this is one of three new videos currently inside helicopter and ground school. And Brian's already got the next phases ready. He's going to be doing clouds, thunderstorms, but I'm leaving this up to Brian. Brian Rutledge, if you don't know yet, he is our operations manager. Brian Rutledge has been helping me for around seven years in the background with helicopter only and ground school. He's a 30 year aviator, 25 year sheriff's department deputy just retired to go to work for us full time two months ago. He is our operations manager and I just, I turned Brian loose on the weather. He wanted to do it and I said go for it. So he's building you, our members, a step by step method, breaking it down, trying to make it very simple and give you the weather you need. Try to cut out a little bit of that stuff that maybe isn't so relevant. So let's go ahead and roll Brian's presentation. Now Brian will be available to answer your questions in chat at the end of the presentation. Let's keep the, you know, we'll say hi to everybody and talk to everybody. It's been a crazy three months but the world let's hopefully, we're getting back to, things are going to hopefully calm down now so we can all start getting back into hopefully a normal routine of some kind of. And I'm going off on a tangent there, let's just roll Brian's video. Let's stay on on the weather topic and Brian will be available to answer your questions at the end. So here we go with Brian's new weather presentation.

Today we're going to talk about the physical weather and it does say the basics. So we are going to try and keep it as basic as possible. Sure. There's a lot of, lot of weather information out there that you need to know as a pilot and we're going to do our best just to try and condense it into the most important things that you need to know in this particular presentation. So you know, how does the weather work? Some days you go to the airport, man, great day to fly. Other days not so great. And those could be just one day apart. Why is the weather changing so much and what exactly do you need to know? So let's, let's start at the very, very beginning. And you know when you look here at this particular slide, you see the sun, you see the earth. Well that's where it all starts. It is the uneven heating of the Earth's surface from the sun is the basis for all weather. It's where it all starts. Now if you notice the middle of the globe on the right hand side, you've got that line that bisects horizontally at the equator. And we all should know by now, after going through all of our elementary school and science classes that the sun hits the equator more directly than it hits any other place on the earth. So if it hits the equator more straight on, it's going to be warmer there. And at the Poles. And as it as that, as those rays of sun move either towards the poles, to the North Pole or towards the South Pole, it gets cooler and cooler and cooler. And that's really how the basis for all of this starts, is the uneven heating of the Earth's surface. Now, in this picture here, we've got the sun in the middle and we've got two globes, one on the right, one on the left. Now the thing you have to remember about the Earth and the sun and the way this works, and again, we're keeping this basic, the Earth is actually on an axis and we've got the line on each globe, you can see the axis and the Earth is actually tilted 23.5 degrees. Does that really matter? Is that something you need to know? No, not really. But what you do need to know is how does that affect the seasons and the weather year round? Now, to go very, very basic, the Earth itself rotates one complete revolution on its axis in a 24 hour period. So we only go around one time in 24 hours. Additionally, it takes 365 days for the Earth to make one complete revolution around the sun. So if you look at the globe on the right compared to the globe on the left, that's a six month time frame. So it takes six months to go from the right side all the way around to the left side, then another six months to go from the left side all the way around to the right side. And that's why our seasons are the way they are. That's where we get our four seasons. Our summer, our winter, our fall and our springtime. It's because of how long it takes the Earth to rotate around. Now let's start talking about air and the systems that are associated from the sun in connection with the Earth itself. So warmer air at the equator, we talked about that, that causes the air to rise and that results in low pressure. Because as air rises, its pressure decreases. And this is what, in a basic form, it looks like. You know, the air molecules themselves, they're warmer molecules, they move further apart and that causes the air to become less dense and arise or to ascend. So in the Northern hemisphere, which is where most of us are flying, with the exception of some other people that are part of or will watch this, and they're in the Southern hemisphere, just know it's going to be the reverse of what I'm teaching you today. So in the Northern hemisphere, low pressure air flows counterclockwise up and in. So warmer air at the surface is drawn up in A counterclockwise rotation and as it goes up, it begins to cool. And this is the low pressure system. And that's why, you know, in the springtime in different parts of the United States, we get thunderstorms quite a bit. Florida is one of them. Low pressure system bringing that warm, moist air up and into the atmosphere. It cools, it mixes, and we get thunderstorms. When you see the low pressure symbol, generally you want to think cloudier skies, poorer weather. And the reason for that is it's typically that warmer air mass. Additionally, it's a moist air mass. So low pressure symbols, when you see those on weather charts or you're having a discussion about the low pressure system, typically it's going to be a warmer air mass and typically it's going to be moister. Now, cooler air at the poles, which earlier we were talking about the warmer air at the equator rising. Well, cooler air at the poles, that causes the air to descend. So it's coming down and that creates a high pressure. Now when the air cools, these molecules, they're going to move closer together, they're going to pack together and the air is going to become denser. Because it's denser, it's going to sink. So in the Northern hemisphere, the high pressure air flows clockwise down and out. So we're taking that cooler air up above in the upper atmosphere, it's being forced downwards because it's cooler, it's denser and it's sinking and then it's going to rotate clockwise down and out. So when you see the high pressure symbol compared to the low pressure symbol, you generally are going to expect better weather or fair weather. And that's because the air mass is sinking and it's usually cooler and drier. So you look on the weather, you look on a surface prog chart and you see high pressure systems all around the area where you live or in the neighboring states. Typically it's going to be better weather than the areas on that same map that shows the low pressure systems. So what's the difference between the high and the low pressure system? Well, it's what causes wind, and high pressure will always seek out low pressure. And that's what's going on. The high pressure itself is moving towards that low pressure system and that's where we get the start of wind. So if we're, you know, what's the importance of knowing the high pressure, the low pressure that wind is caused? Well, here's something that, that you can, you can test, you know, you're out on A flight. If you're constantly being pushed left, of course, by the prevailing winds, what, what region of pressure do you think you're flying towards? Think about it. So I'm constantly being pushed to the left, I'm flying in a straight line and I constantly have to crab into, into the wind and it's pushing me to the left. That'd be a high pressure system. And if you're constantly being pushed right, of course, then you are flying towards a region of low pressure. And like we said earlier, knowing just the basics, that typically high pressure systems bring better weather, typically or fairer weather compared to low pressure systems. If your pressure altimeter itself, you're constantly adjusting that altimeter to a higher setting and you're constantly being pushed left, of course, due to the winds, it's very likely you're flying towards that high pressure. Flip that around. If you went from a high pressure area and now suddenly you're being pushed right, of course. And every time you check the altimeter setting at a Nearby, say maybe ATIs or maybe you're up with ATC and they give you another altimeter setting and it's constantly getting lower along your route of flight and you're being pushed right, of course, you need to know that you're probably flying towards a low pressure system, which typically brings poorer weather or worse weather. So you really need to pay attention to what's going on there because you could be flying yourself right into some conditions that are not conducive for you to be in. So here we look at an example of that. There's the high pressure system on the left and low pressure system on the right. Green arrow, direction of flight. Got the little helicopter and the dashed line is showing what's going to happen. You're going to be moved to the left, of course, and that's really all it is. There you go. The little helicopter gets pushed to the left because of the high pressure system. Again, if you're flying towards a high pressure system, that's typically what's going on. When we talk about winds and the direction of winds, we have to have a little discussion about Coriolis effect. So Coriolis effect, so we talked earlier about, the Earth itself is rotating on its axis. It's also something to keep in mind. At the equator, that is the widest point on, on the Earth, the poles is going to be the smallest area as far as rotation is concerned. So the Earth at the equator has to spin faster than the area at the poles. So because of that, because it's Spinning, rotating. If you were standing in the Northern hemisphere and you were able to throw an object that was going to travel say a thousand miles, and you threw that object because of the rotation of the Earth in the Northern Hemisphere, that object would arc to the right. And that's what those orange deflected lines are. That's the actual path. The line through the center of that globe is your intended path. So from the center going upwards in the Northern hemisphere, if you want to go that direction due to the rotation of the Earth, your actual intended or actual path will be curved to the right. Southern hemisphere, it's just the opposite. Well, why, you know, what does that mean to us as pilots? Well, if you look at this slide, this is where we get the difference in winds. So you notice on the outside of the globe you've got the circulation of, of air. So on the right hand side, just above the equator, you see that, that red oblong shaped diagram with the arrows on it, and it's showing that warmer air is rising. And at the very top, as it bends over and starts to come down, that's because the arrow is cooling and it's coming down. The next one above that, if you'll notice, the arrows are going the opposite direction. So you've got the cooler air coming down and then rising, but they're rising on the opposite sides of the legs. That's kind of think of it as like a gear, like a gearing system. And that's driving the systems, driving the wind. And then with the rotation of the Earth, you can see near the United States, it's veering to the right, that's the westerlies. And the closer you get down towards the equator, they change direction. So there's a lot going on with the system. It all starts with the uneven heating of the earth. And it all has to do with all these things working in conjunction with each other to create the weather that we see on a daily basis. Now with the winds, the low pressure, the high pressure, the heat of the day, we also have air masses. And what are these air masses? These air masses cover a wide area, you know, hundreds of thousands of square miles, Very, very big areas. You have to think very broad in terms of air masses. They have two things in common, uniform temperature and humidity. So the temperature and the humidity is pretty uniform. And that's going to dictate what type of air mass it is. Think of Arizona, maybe like in the deserts of Arizona, where it's real hot and dry. And compare that to what you would see in Florida. Typically humidity, moist air, you know, big difference between Arizona and Florida. And that's because of the air masses that are associated with that part of the country. They're divided into geographic areas. So again, depending on where you are in the world is going to dictate what type of air mass you probably are going to experience throughout your seasons. And the longer that air mass stays over its region or its source region, the more likely it's going to take on the properties of the surface below it. So for example, you know, here in Northern California or northwest part of the United States, let's say we have what's called maritime polar air masses that usually sit up in that northwest corner, very cool, very humid type air. And if an air mass beyond it was maybe a, like a continental polar started moving in towards the Northern California or the northwest corner of the United States, the longer that system stayed in that area, eventually it would change and it would start to take on the properties of what we normally have in that area and it would be a maritime polar air mass. Here's what it looks like. So up in the upper left corner you see the maritime polar, cool and humid. Well, in that part of the, of the United States and northward it's typically damp and foggy up and around that area because of that air mass. Next one over is the continental polar. You get that bitter cold. Kenny can attest to that. You know where he lives down by the, down by the Great Lakes, you get that real cold, cold air that comes from the north and drops to the right of that's another maritime polar. They get a lot of rain along that coastline there because of that particular air mass. Now this next one, maritime tropical, warm and humid. And we all know right where it says thunderstorms. You can see the, the tip of Florida. Florida always getting thunderstorms. And even mid, the mid portions of the United States, as you start to move eastward during certain times of the year, they just get ravaged with thunderstorms. And that's because of the, the air mass that sits in that area. Next one is the continental tropical. We're actually here in California experiencing a little bit of that right now. We've had 100, 305 degree temperatures two weeks ago. Then we had a little cooling trend and then now we're hitting today's 103 again. But that's where it's coming from. That hot dry air is coming up from the south and pushing in and that's what we're experiencing. And then the last one is maritime tropical and that's where you're going to get a lot of fog and low clouds. Think of San Diego, the LA Basin. They're right up there along the coast. And that warm, humid type system brings, during certain times of the year, low clouds and fog. And it just makes a problem for general aviation at times because of the system. Now, what's going to separate these air masses from each other are fronts. So having a little understanding of fronts and what they do is pretty important as a pilot. So the top one, cold front, and then we have a warm front, stationary front, occluded front. We're not going to go into detail on the fronts right now because that is a separate presentation that talks all about fronts. But here's what it all looks like on a surface analysis map. So you have your high pressure systems, your low pressure systems, you have your cold fronts, you can see stationary fronts, the beginnings of a occluded front up at the very top, kind of in the middle, right next to where it's 999 underlined. That kind of that purple color part of the front. That there is the beginning stages. When you look at this map, depending on where you're going to fly, you know, just know that the high pressure system is going to move to the low pressure system. That's what's going to happen. It's moving from west to east, and the winds generally are going to follow that direction and depending on where you're at, is going to dictate how stable or unstable the air is. And that's another thing that you as pilots need to understand, because understanding the stability of the air gives you a better idea what conditions you're probably going to be flying in later in the day. So let's look at each one of those. So stable there, typically not the greatest visibility. Not saying that it's IFR or conditions where you just can't see. Think of those real hazy days, depending on what part of the country you live in. Man, LA is really known for this. Just poor visibility and there'll be no wind. It'll just be a calm day, sunny outside. And if there are clouds, a lot of times it's just that thick stratus layer. It's all layered. Poor visibility with. And if it rains, it's continuous. You just get those downpours that just won't stop and the smooth air. That's a typical stable day. So, you know, today I looked out the window and I went outside and hardly any air. Little hazy outside. First thing I thought, that's pretty stable. So I know kind of what to expect, but because I know what stable air is. Now, what about unstable air? You start talking about instability in the system. These are those days where you walk outside and it is a clear blue sky you could see for miles. Typically on those days you'll have those cumulus clouds, not necessarily thunderstorm clouds, but think of those, those puffy white, cottony, cotton ball type clouds that are scattered all throughout the sky. Those are called fair weather cumulus clouds. Associated with those usually is great visibility, but it's usually a little turbulent when you're flying. It's usually bouncing year round. That's because you have all that warm air, you have instability, you've got that air rising. The best part is you could see for a long way. But if it rains, it's usually showery precipitation which is usually associated with thunderstorm type activity. And again, we talked about this, the turbulent air. So you know, with the basic, armed with the basic knowledge of how the weather can go from a good day to a poor day, knowing what fronts do, what type of conditions to look out for on a stable day compared to an unstable day just makes your life as a pilot a lot easier. You know, FAR 91103 says that you are responsible for understanding the weather before you depart on a flight. And it doesn't say that specifically, but what it does say is you are responsible for being familiar with all available information concerning the flight. And that's the key point. All available information which would include a good, thorough weather briefing. And you can't do a good weather briefing unless you understand what the weather's doing. And the most important decision you make for any flight is going to be your go, no go decision. And the best way to do that is to understand the weather. So, you know, this was just a real basic condensed form of how the weather works to have more information on clouds, fronts, thunderstorm activity, fog, icing, turbulence, that all is a package that goes with this. But that, that is going to be in separate individual lessons specifically tailored towards each topic. So with that, that's all we have for today and we will see you on the next one.

All right, let me show you something. So here they are. There's a few of you that won a couple of these in the past and you should have emailed heather already. Heatherelicopterground.com shipping one to Brian. I'm shipping one to Scott Terrell of the US Helicopter Safety Team who we've been working with and doing videos. And Scott saw this. He's like, hey, I want to buy one, send them to me. And I'm like, nope, we're working together, I'm going to send you one. I mean he is with Helicopter US Safety team. Right? So we've been, you know, producing some videos to help try to curb fatal accidents in the helicopter industry. Okay. That's what this is designed for. Please make a comment for Brian if you enjoyed his presentation. Today I'm getting ready to give away the five, but I want to tell you the story. When I was an EMS pilot, we were having the worst years of fatal accidents in the industry. I was working with some EMS pilots that had been doing it a long time and they had an easy button in the office. So when we made that decision to not go, that was easy, right? And that was just a cool like little reward and we all kind of laughed about it. But it's stressful making these go no go decisions sometimes. And I know this due to copyright, you know, didn't feel I could use. That was easy even though that was the point. So we developed our no go button here it is going to give away five right now. Here's what I want you to do. I want you to pay close attention to what I'm going to tell you. Because when you take written test for the faa, when you take your oral test, when you use our FAA written test prep inside ground school, whether you're doing it for your own purposes or you're doing it for FAA wings credit, you need to follow the directions for test taking. Alright? So I thought today to give away the five buttons you need to type in chat exactly how I'm going to state this. This is how you're going to win and I'm going to. I've got YouTube up right here so I'll be distracted looking over here when you start typing it in. And then I'm going to just comment on who's who. Right? So you got to type this in correctly. We're going to type all caps. The first is hogs. Space Hogs for helicopter, land, ground school, Space no space, geo. All caps. That's how it has to be. Go now. Hogs no go. So I'm watching chat and I believe it's updating so I'm going to call them out as they come up. Five no go buttons. We're shipping them to you. These are not for sale. We're currently going to give away buttons when members send us in their checkride pick. I don't see anybody popping up yet. Anybody there? Anybody listening there we go. Ok there we got Sadiq. Is that right? Alright, you're number one. Zach looks good. Number two. Oh, move. Breathe Breeze. Nope, you didn't spell it right. John number three. Steve number four. Michael number five. All right, I believe that's right. And I'll review this afterwards to make sure I got that right. Sorry. Move.

Breathe. Freeze.

You had hogs Ogo. So Sadiq 1, Zach 2 John 3 Steve 4 Michael 5. Awesome. And again I can always replay this afterwards to make sure that we have in our mind correctly. So winners of the 5 no Go's email Heather H E A T H E R@helopterground.com she was responsible for shipping you the no go button. So when you email her, give her your name, tell her you're whichever number a winner you were today and give her your physical shipping address. She is going to ship those to you again. Steven, let's bring his picture up so we can do another. Congratulations. I really appreciate his email and you know people don't have to take the time to send us an email like that and but how cool is that, right? I mean, and he said hey, I use hogs was my main source of instruction and that's great but again it doesn't have to be that way. You can use hogs whatever works best for you. You can learn all this on your own if you want to. I mean if you want to study all these books. You know, I had a guy once who joined ground school and they said you know what, I want a refund, I can learn all this myself. And I said okay, we have a 30 day refund, money back, no hassle, guarantee that we stick with. If you want to learn all this by yourself, go ahead. It's totally up to any one individual how you want to learn. Whether you want to read, you should. You're going to have to do a certain amount of reading you have to do. Okay, you can do one on one with your instructor. You can do a group classroom with an instructor, you can use helicopter on ground school. Here is the thing though. The bottom line is you do have to have your instructor sign you off when you're ready to take the test. So you can use helicopter school for a really big portion of your ground school training. But your instructor, he or she has to sit down with you several times throughout your training and make sure that you have the knowledge that you need. There's certain knowledge you have to be, you have to have to be safe in the helicopter, right? So they got to make sure you have that Knowledge, they have to give you a pre solo written test. You have to take the FAA written test, which we help you with and is available for wings credit. And we have that for all courses, private, commercial, CFI and instrument. And you can get any of those courses. Down below there's a link right down below this video, it says helicopterground.com. you can click that link and sign up and understand we have a 24 hour test flight where you can go and look at our training. And we got a lot of people like Brian yesterday said, man, I had this kid that he was like asking thousands of questions and he's like well I want to know exactly every video and what all this stuff is. And we don't mind your questions, that's great. But Brian goes, man, log in for the 24 hour test flight and then you could see firsthand everything that you're going to get inside helicopter. On ground school we don't just give you a sample, one of our competitors gives you a sample lesson, we don't give you just a sample. You have a 24 hour test flight and let's say private pilot, which is the basic learning for everyone. If that's what you're going after, you have 24 hours to go in there and look at the whole course, 130 or 40 videos now, over 20 hours of training. If you can watch it for non stop straight, you can watch the whole damn thing. And before the end of the 24 hours, if you decide the memberships not right for you, it's not what you're looking for, you just remove your credit card from settings or you cancel in PayPal and you're never even billed as long as you remove your credit card info or end in PayPal before the end of that 24 hours and you're billed nothing. And then on top of that we have a 24 hour or 20, a 30 day money back guarantee been in place for eight years. And Brian and I were discussing this on the phone yesterday, he said dude, this is like the best deal. And I go it is. And he goes. So I told this young guy, I go, I'll answer your questions all day long, but go in, take the test flight, see exactly what's in there. You can see every single video in every part of our courses for 24 hours. And that goes for instrument, that goes for CFO, that goes for a commercial. Any one of those courses you can take the monthly membership and you can go in, view it for 24 hours and see if it's right for you and then remember, we always part as friends. We always work something out. And Brian even said on the phone, he goes, and I told the kid, he goes, heck, you can keep it for 29 days. He goes, go look at it for 24 hours. Decide you think you want to keep it, keep it. You can cancel on day 29. And we to refer money and we don't even argue. Not day 32, not day 38. We think the 24 hour test flight along with a 30 day money back guarantee is one of the best damn deals in the industry. And you can't go wrong. There's no risk to you. The burden is on us to provide you a valuable course that helps you get through the ground knowledge to go after that helicopter rating. And we're so thrilled to hear from members that their flight schools are opening back up. They're getting their checkrides done. That just gives me goosebumps. God. We know what's going on this year, right? Oh my God. And I'm not gonna stand here, y'.

All.

The only thing I want to say is, you know what? Last week I got in a rut for a couple days, like two days. I couldn't focus, I couldn't do anything. I came to the airport and tried working and I just let the weight of the world, man, was on my shoulders. And over the weekend, many of you know I live on a lake, got a couple boats to play with, I had friends over, I went out in the lake. I stayed off social media, I stayed off the news. And what a wonderful break. Giving myself a break from the world's problems and having a great weekend. And then boom, Monday, I was ready to go back and get back to work. And it happens to all of us, right? You know what, we just got to do the right thing, man, and do our best every day to keep moving forward. Life's are full of ups and downs and thrilled to have Everybody here. Still 30 people hanging around. I haven't been watching comments. Heather is not here today. She has to take her son to the dentist. So I don't know if she's even still in chat. So we've done our best to today to get by without Heather being here. So I haven't read or answered all your comments because I want to make sure that we provide a really good presentation to you for you today. So there you got a taste of what Brian's doing for us with the weather section. And for several years I've had to. I'll be transparent here, right? People go man, your weather section kind of needs some help. And I'm like, I know we're going to do it, we're going to get to it. But that work wore me out when I built that years ago and I made it, I put in, you know, oh my God. It's super lengthy, but it's very dry and it's very boring. And so we've known that the weather is one of the sections that we really need to work on. And Brian has been with us now full time for two months and he said, let's start digging into this weather. And I said, you do it. So I really like what Brian has done so far because again, he's breaking down these weather concepts for you, making them nice. We're going to try to keep them 20 minutes or less. And he's building them in an order. So he's teaching you how to like today. The basics, right? He's giving you the basics of what you have to know as a private pilot to get you in the mindset of I have to look at the weather, I have to understand what's going on and why things happen. You have to be able to read weather reports, you have to be able to understand clouds, you have to be able to understand thunderstorms. So again, he's building it in a systematic form and putting them in order. So this is what are we, we're in the beginning of June. So just know June 2020, when you go in there, all the old weather is in there. I haven't taken any of it out. And I told Brian, as Brian builds the new stuff, we're going to eliminate, we're going to go through and go, okay, you know what, this is still a good presentation. Let's keep that one. This one we can, you know, we know we have some good presentations in there that could really use some images, so maybe some of those will keep. But just know weather is being updated. So when you go to it, you'll see the brand new videos in order. When you get started in the weather section, I think it's lesson 17 inside the private pilot course. So when you get in there, you'll see the fresh videos from Brian and then the old videos follow along. So if you really want to dig in, it's all still there. And as we keep adding new, we're going to evaluate the older stuff, what can go that we don't need anymore. As Brian builds a new presentation, you know, there's no reason to duplicate it and have it again later in that section. So June 2020. Bear with us as we continue to work through that. I'm just thrilled to be back in here today, Thrilled to have the no go buttons. And we want you to use these, we want you to take them to your flight school. We want you to have these discussions. I want my legacy to be that I helped curb. I helped curb some of the accidents in the industry. And not just me, us hogs as a whole, as a team. Many of you know Brian, you know Heather, you know Taz Tannen, Chris, Holly, you know, we have a whole list of online instructors that have helped just build this over the last eight years. And if my legacy can be that I created hogs and that together we all help curb the fatal accident, right? Fatal accident rate, then I did put my mark on the world, you know, and we'd love to be a part of that. And so the no go button has been something we've been thinking about for a long time and it's about making a weather decision. So that why it was appropriate today to bring in these, kick them off, give away five today. Steven's going to get one. And again, if you've won in the past, during our live events, we gave a couple away before they were here. But you know who you are. If you've already Heathered, you know what, if you've won in the past, just email Heather again just in case because we. They took longer for them to arrive. I started promoting this a couple months ago and then I couldn't decide on what I wanted to have on the audio part. And that was the hold up. They were ready to print them. But was Kenny trying to decide what was the perfect thing? And I know Brian mentioned and I ran a thing on Facebook and a lot of people made the comment live to fly another day. And that's the point, right? She's like, oh, I want to go. My wife wants me home. My kid's got a game tonight. My employer wants me to go. Whatever the case is, there's so many pressures to make that decision. You look at the weather and you know you really shouldn't, but you think you might be able to make it, say, no, I'm not gonna go. Live to fly another day. Helicopterground.com Hell yeah. All right, I'm gonna get out of here. Oh, I got. I want to see that. I see this. I look up Michael Worth. He makes a lot of comments. I'll say it again. The entire professional pilot course will cost you less than ground school at a flight school for just private pilot Michael you're so, you are so right. It's yes. You can end up saving money on your flight training by using hogs. I promote how much it helps you. I don't really, I haven't really, I don't really promote a lot. How much it can save you, it can save you a lot of money and save you, help you save money and give you help getting through the training and getting through the ground knowledge and getting that rating. So I'm going to throw out my code, KK25OFF. That is for 25% off. You can get 25% off that big professional pilot membership. That's a pretty good gosh darn deal. KK 25 off. So what you do is you take that code and you go to that link down below, helicopterground.com, click that link, click Enroll, Find professional pilot. Click on that short video you can watch and when you go to check out, you'll see a coupon box. When that coupon box pops up, you type in KK25OFF and click apply. And you'll see the discounted 25% off price once you click apply. And that's what you'll pay. And the professional pilot is unlimited, doesn't expire. Unlike the monthlies where your month to month you go, you stay as long as you like, you cancel anytime you come back, anytime. The professional is a one time fee. So for those of you that are going the long term or those of you that want to keep the training to go back and review to help keep yourself current over the years, we have a lot of members, we have a lot of private members that are owners that keep the training so they can go back and refresh and that's great. And then we have a lot of CFIs that like to keep it and use it to refresh their own knowledge when they're getting ready to teach as instructors, we all do that. You know, if I have to build a brand new presentation today, what I want to talk about, maybe I have pretty solid in my brain, but many times I have to go, you know what, before I teach that today I got to grab the book and I got to go back and refresh. So you know, learning how to use our manuals and learning how to go back and refresh it, your knowledge is part of being a pilot. And the thing that Brian and I talk about all the time is there's a lack of knowledge in the industry, there's a lack of knowledge with current, I shouldn't call it, let's say pilots that are rated that aren't really current with their knowledge. And those of you that do this, know who you are, you know that you haven't studied emergencies in a while, you know that you haven't looked at aerodynamics in a while. And people say, well, I got my ratings, I don't need to study anymore. That's a wrong attitude. That is a bad attitude to have, man. Never have the attitude that I already know everything because I have my license. That's bullshit. You need to continually train to stay fresh and keep your knowledge sharp. I'll give you one last note. Five years I spent in ems, I stayed current as an instructor. That helped keep my knowledge fresh. Every time a Czech airmen come around to do check rides or introduce new aircraft or night vision goggles or whatever, they always had to sit down and do training with us. And usually they would do a couple pilots at a time. And I don't mind saying, out of two bases I worked at, with all the pilots I worked with, if the other pilot in the room couldn't answer the question, the examiners would always look at me and I would answer the question. Not because I'm frickin so spectacular, it's because I stayed active as an instructor even though I was flying full time in ems. So that's how I kept myself current is by teaching, kept me fresh as a pilot. So many people become a CFI and then move into the other jobs and then they don't study anymore and they don't crack the books the way you say stay safe. A safe and prudent pilot is by continual study and continual learning. And we learn every single day. Absolutely every single day. Alright, I'm gonna go over there, head over there to end this thing. Do us a favor, subscribe to the channel and when you do, when you subscribe to the channel, click the bell. That way you'll be notified. We've been going live every time Tuesday at 2. Occasionally I throw in some, you know, during the week we throw in some extra things. But for right now, the live Every Tuesday at 2 gives you a chance to log in, chit chat with us, talk, see what's up. So if you'll subscribe to the channel and click the bell, you'll be notified every time that we have a new video coming up. So here we go. If I can find my. Get my mouse back in place. Mouse, where are you? There it is. All right, peace out. See you next video. Thanks everybody, I appreciate it very much. All of us here at helicopter on ground school we really appreciate everybody.