TAF'S - Terminal Aerodrome Forecast with Brian Rutledge

All right, we are live. Well, you look good on this end so while you're getting ready there, Brian. Hey, I'm Kenny Keller, creator Helicopter Line ground School. Heather should be here with you in the chat very shortly. She's going to be talking to you members, Helicopter line ground school members or members of the general public if you just happen to be in here today. Brian is going to cover terminal aerodrome forecast with you. So have you got your technical problem fixed there, Brian?

I think so.

Okay, quick Brian, before we get started the presentation for those that are new to helicopter on ground school, maybe they've been on one of our videos for the first time. Tell them who you are and what you do for helicopter online ground school.

Sure. I'm Brian Rutledge, I'm the operations manager for helicopter online ground School. Currently we're going through and doing a lot of updates on a lot of the content that's in the website and I've been putting together quite a few presentations over the course of the last seven weeks and we're just continuing to create more, more stuff for our members and hopefully we can get more members in the more we do.

Awesome. So real quick before Brian gets started. I am Kenny Keller, creator, Helicopter running ground school. Been online eight years. You'll see Heather Height in the chat. Heather Height has been with us for over two years now. Heather is our office manager and she takes care of new members, potential members, answering your emails, your phone calls. Sends you a nice welcome email when you sign up. Heather is currently manning the helicopter line ground school phone line at 574-767-1797. You can call or text that number and Heather is monitoring that seven days a week. So if you need to get in touch with us, you have a question. Heather is there to help with your phone calls and or text messages and she'll relay it on to me or Brian. Brian gives a phone consultation to current members and brand new members. You want to talk with Brian for half an hour on the phone about ground training, flight training, anything you want to talk about helicopter wise. He's been on there enjoying talking to members and really learning about our members and what their needs are. So with that being said, I'm going to turn it over to Brian. I'm going to be here monitoring and Brian's expecting his pool guy today. So if he pool guy arrives while in the presentation, I'll jump in and we'll talk about something for a little bit. We'll take your questions, answer anything you have and we'll just Proceed on through. We'll just keep going because this is the world we live in now until we get back to normal. Right, and everybody's back working where they're supposed to be working. All right, Brian, I'll be right here if you need me. But otherwise, just get your presentation going and if you run into trouble, I'll jump in and take over. But other than that, here I am. So go for it.

All right, now hopefully, hopefully we can get through this entire presentation in the time that Kenny was talking. My device is disconnected twice. So let's see how this works. Works alright. So we're going to talk about TAFs. Kenny said the very beginning TAFs. Terminal Aerodrome Forecast. So what exactly is a terminal aerodrome forecast? Well, it's the most detailed forecast available for pilots. Just remember, aerodrome, that just means it's the airfield. So this is a forecast of weather in and around the airport. And we'll kind of go into a little bit more detail as we go along. Now just remember that the coating that you're going to see in a TAF is the same as in the Metars. And we did Metars. Was that last week, Kenny, I believe.

Yep.

So the, the coding and you'll see that here when we get going. What I'm talking about now we talk about most detailed forecasts available for pilots. Well, it covers a 5 statute mile radius from the center of the Runway complex. It's just from the center of the airport, dead center of the Runway, out five statute miles for a 24 hour period. That's what the forecast is for. It's issued four times a day. And there's the times right there that they issue them. Now remember, it's a concise statement of weather that's expected at the airport itself and out five miles. So here's a TAF again, looks just like at the beginning of a metar. You've got the airport identifier kgsp. That just happens to be the Greenville Spartanburg Airport in Greenville, South Carolina. Only reason why I picked that one, when I was 17 years old and started my flight training, that was the airport that we flew out of. So I thought it'd be fun to kind of use it in a, in a presentation. The next set of numbers next to that, just like in the Metar, is the date. So the 23rd of the month at 1330 hours Zulu time is when this report was issued. Now the valid time, valid time is the 23rd of the month at 1400 hours. And it's valid, valid until the 24th day of the month at 1400 hours. So you've got about a 24 hour window. You will see TAFs that are a little less than that I believe down to about 20 hours. I've seen it up to 30 hours in the future. So again 24 hours is the average time frame. And some things that you're going to notice that are different here in the TAF compared to the METAR is after we get through this first first line and you see the winds are from 160 at 7 knots 5 statute miles of visibility and then RA again is rain. The minus sign means light rain. If there was no sign in front of it it'd mean moderate rain. And if there was a plus sign that would be heavy rain. Next to that's BR that's missed. And then a broken cloud layer at 006 that's 600ft and then a broken layer at 5000ft. 050 is 5000. At 5 there was any number in place of the first zero that's 10,000ths of feet. So if the last one was broken 150 that would mean 15,000ft. So let's get down to the, to the really nitty gritty here. So we have tempo, we have from FM is from and tempo is temporary and then we have prob 30 so we want to talk about those. So people understand when you see a taf, what does temporary, what is from and what is probable mean. Also if you look in the very first line where we have from FM the 23rd day at 1500 hours, move all the way over past the six statute miles visibility and you're going to see VCSH and then directly below that you're going to see a minus sign an shra. Those two things in a TAF are extremely, extremely important. So let's find out what this TAF is trying to tell pilots. So tempo, what exactly is tempo? So the tempo from prob and becoming those are all forecast change indicator groups. Tempo it just means conditions lasting less than an hour. So if you see tempo in a particular type of weather condition that is after that it typically is going to be those conditions for less than an hour. So if you're planning a flight and you want to leave it 1300 hours and there's a tempo weather forecast that shows maybe some strong winds, well just know that that should only last an hour or less. The key is knowing what comes after that. Now after that would be from fm. So from they're talking about rapid weather change that's going to occur during a particular time frame and we'll get into those time frames, I'll show you a TAF and we're will dissect the whole thing. And whatever the from weather forecast shows, just know that that now supersedes what came before it. So whatever the weather conditions were before it, they're saying that this next line is going to be the the priority and that's why they've included it. Next is prob 30 or sometimes you'll see prob 40. That just means probability. There is a permission percent probability, a percentage that there could be thunderstorms or some precipitation that's occurring. Very, very important. If you see Prop 30 or Prop 40 that means that the likelihood the forecaster felt that he had at least a 30% to 40% chance of being correct that there's going to be thunderstorms, remember within a five statute mile radius of the airport. Very, very important information. Becmg becoming that is just a gradual change that occurs in about two hours. Again you're going to go on a flight, maybe it's just a training flight. You want to go do some practice in the pattern and you see during the time frame becoming and there's going to be maybe some wins that you aren't comfortable with. Just know that that could be coming in the next two hours. So do you want to go a little bit earlier in the day or do you want to wait a couple hours and see how it's going to, how it's going to pan out later in the day for you? So very important that you understand what tempo from prob 30 or prob 40 what becoming means. Now we talked earlier about this SHRA or VCSH that you will see in TAFs. So if the forecaster does not have at least that 30% probability of thunderstorms or rain then you're going to see SHRA or the vcsh. So let's find out what each one of those means. Shra, what is it? It's rain showers that are within five stat. This is important. Within five statute mile radius of the airport. That could be in big red letters thunderstorms. So he doesn't have a 30% chance to be able to say look, I've got a really good idea that thunderstorms are coming so I'm going to go ahead and put rain showers in there. But that is indicative of the possibility of thunderstorms actually building and occurring. They may not be during this particular time frame, but something's happening in the weather system. Typically it's going to be an Unstable air mass that's that's formed and the possibility of rain showers and thunderstorms occurring are starting to get greater now if things change. In the middle of the forecast you'll see another line that will say from at a certain time, thunderstorms, cumulonimbus clouds. And we'll get into that a little bit as well. Vcsh, what does that mean? So the first one we talked about was within 5 statute mile radius of the airport. This one is rain showers in the vicinity of 10 statute mile radius, but not within the 5 statute mile radius that the TAF typically covers. It could be thunderstorms. It's possible. They just don't have a 30% chance. Maybe it's a 10%, a 15%, maybe even a 29%. They don't have 30% chance yet, but there's still that possibility of thunderstorms. It's really important. Now you think about why do you want to know about 10 statute miles? Well, think about it. If you're going to go on a cross country flight and you're going to go 20 miles to a nearby airport, you'll get that hundred dollar hamburger, you take off and you see vcsh and you don't really understand what that means. Most people just say, oh, that's just showers in the vicinity. Well, that's true. Showers in the vicinity, but not within five miles. It's 10 statute mile radius and it could be thunderstorms. So you really need to pay attention to what that VCSH and that SHRA are really trying to tell you. Or better yet, you're going to another airport that's 100 miles away and you look at their forecast at the TAF and it shows VCSH. There's a possibility that when you get within 10 miles of the airport that you might run into some pretty good showers and potentially thunderstorm activity. So very important that you want to know what these two terms mean. So showery precipitation, we all should be aware of this, except people that are brand new or just getting into this, you may not be too up to date on these things, but showery precipitation is indicative of convective activity. When we talk about stable atmosphere or stable air versus unstable air, unstable air always typically has showery precipitation. Stable air will have what's called continuous precipitation, two different things. Not convective, showery precipitation is indicative of convective objective activity and that should get your attention. And again, if the probability goes up in the forecaster's mind when he's doing his forecasting or her forecasting if the probability goes up for thunderstorms, then the forecaster will then put in something that indicates actual thunderstorms and you'll see the minus sign, tsra. Well, the R, you got to kind of read it backwards. RA is rain and the minus sign means light rain. And then the TS is thunderstorms. The next set is thunderstorms and rain. Remember, if we don't have the minus sign, that's going to be moderate rain. So that should get your attention. And then the CB is cumulonimbus. So you could see a string of those TSRA and then cumulonimbus clouds all in one line. If you see that either at your airport where you're leaving during the time, or the airport where you're going to arrive at during the time you're supposed to arrive, don't go, stay on the ground either. Wait it out, go another day, but don't go because that you're probably going to run into some thunderstorm activity. Now, let's go through the TAF line by line. So here's that beginning part that we talked about. Greenville Spartanburg Airport. We've got the times, we've got the issue time, we've got the two valid times from the 23rd at 1400 to the 24th at 1400. And we see our winds, our visibility, little light rain, some mist, and a broken cloud layer at 600. I broke it at 5,000. Now remember, these cloud layers, they are, they, these are issued in what's called AGL above ground level. They are not msl. When a pilot puts out what's called a pirep, a pilot report. And we are going to do another presentation on PIREPS later on. But a PIREP is what the pilot sees on the altimeter. So if they are flying and give a cloud report of, you know, 1500ft broken, that means 1500ft MSL, because that's what they read off of their altimeter. When you're talking about taps and talking about metars, that is AGL above ground level. So this first one, tempo, there's our first change group that we were talking about. So remember, the tempo is a temporary condition lasting less than an hour. If you look at the timestamp, 23rd day at 1400 hours to the 23rd day at 1500 hours, there's that hour, hour, time frame. They're expecting two statute miles of visibility, moderate rain because there's no symbol in front of the R and mist, that's, that's some conditions you might want to Consider, let's not go anywhere because two statute miles the visibility not good, whether it's the airport you're departing from or the airport you're going to. Now again that's just an hour time frame. So you have to wait it out for an hour. No big deal. From our first FROM group. So remember the from is just a rapid weather change and it's going to supersede the previous temporary condition that you see. So from the 23rd day at 1500 hours, winds are expected now to be 160 degrees. That means that's the direction it's coming from at 13 knots gusting to 19 knots. That's pretty good clip of wind. Six statute miles of visibility. And there's our first VCSH. So we have showers in the vicinity outwards of 10 statute mile radius, potentially thunderstorms with mist and an overcast layer at 1200ft. Here's our first indication that this, this day, this 24 hour period has already gotten worse from the first line. So now we're seeing the possible rain showers which could be thunderstorm activity. Let's look at the next one from four hours later. Now the 23rd day at 1900 hours the winds are still pretty good. 150 degrees at 10 knots gusting to 17,5 miles visibility. Our visibility has now gone down a mile and we have light rain and showers again within 5 statute mile radius of the airport that could be thunderstorms. So we have outwards 10 statute mile radius we've got rain showers that could be Thunderstorms. Within the 5 statute mile radius we've got light rain and showers that could be thunderstorms. And we've got mist and an overcast layer of 700. So now the ceilings have gone down. It was overcast 1200 and now they've gone down to 700. So the weather is actually getting course. Let's look at the next one. Then the forecaster put in a prob 30. So now instead of just rain showers in the vicinity or showers within that five statute miles. Now the forecaster has determined that he has at least a 30% probability that between the hours the 23rd date at 2300 hours and the 24th date at 0300 hours, he's giving you a four hour window now. Four hour window, that visibility is forecast to be back down to 2 statute miles rain, moderate rain at that, thunderstorms, mist, overcast clouds at 500ft and those clouds are cumulonimbus. So you start at the top of the taf, you work your Way down. And you can see that the day is not progressing very well for the Greenville Spartanburg Airport. So as pilots, those are things that we need to, we really need to be able to decipher these TAFs to make good go no go decisions. Now, military TAFs, a lot of people look over these military TAFs and here in California, in Northern California, there's two air bases, two Air Force bases within 20 miles of my home airport. We use these military TAFs all the time. They do have some different coding than what a civilian TAF would look like. And here's a TAF that I've pulled up for the nearby Travis Air Force Base. So the airport identifier is suu, that's Travis Air Force Base. And what we're going to do is we're going to go through and we're going to look at the differences between this military TAF and the TAF we previously looked at. So this TAF here, it starts out the same airport identifier. The date that this was issued was on the twelfth date at eleven hundred Zulu. And it is valid from the twelfth date at eleven hundred zulu to the thirteenth day at seventeen hundred zulu. So now we have what is that about thirty hour TAF. We talked about that. Usually twenty four hours, but they can be up to thirty hours. Pretty good clip of wind. Wind's coming from two four zero degrees at fifteen knots, gusting to twenty five knots. Now what is this? Nine thousand nine hundred and ninety nine. And what is this QNH two thousand nine hundred eighty five ins. So in military TAFs, if the visibility is greater than seven statute miles, they will code it as nine thousand nine hundred ninety nine. They're using meters. So you'll see, maybe you'll see eight thousand in a line. That just means that's eight thousand meters is the visibility. So yes, you do need to be able to convert, but just know that, you know, 9,000 meters is seven statute miles. So anything less than that is less than 7. So you start getting down to 5,000, 4,000 meters, you can pretty much deduce that you're getting down to like three or four miles of visibility. Now obviously we want to go in and we want to decode, do the, do the conversion from meters to statute miles so that we really know what they're saying. But that is what it is. It's in meters. Qnh. That just means that it is the minimum forecast altimeter setting for that time frame. So they're saying the minimum altimeter setting in inches is 2 niner 0.85. Pretty good to know as a pilot that what are the military people forecasting in their area. Especially if you're going to fly through an area where there's a map military base or you have a military base in your home home area like I do. So let's look at this next line. So we've got becoming remember that's a gradual change that's going to occur in about two hours. Similar to a civilian tap. It's got the dates and timestamps that it's valid. We've got the winds, pretty good winds still gusting to 35. And there we go. Visibility 8,000 meters. So if you're reading the military Taft, just note that's less than seven statute miles. So visibility is going down. Coating is still the same next to that for light rain showers and then a broken cloud layer at 3000ft. But what we want to know is what's this 520003 and you will see this in all kinds of military taps. This is different than what we talked about. For those of you that have watched the Metar one, this is different than the string of numbers that starts with the five. A metar and the metars, remember that's talking about pressure changes and so we don't want to confuse those. So what's the five? The five stands for turbulence. This is pretty good to know as a civilian pilot if you're going to be flying through an area near one of these bases they are forecasting turbulence and the two is its intensity and they're saying moderate turbulence and you have the next three, three numbers. So ours just happened to be 000. That just means that is the base limit of the turbulence. And since there's no numbers, it's all zeros. That's from the surface. So we know we have pretty good turbulence from the surface up to the next number is your depth in thousands of feet. So from the surface to 3,000ft this military TAF is saying they are expecting moderate turbulence and again that TAF is within a five statute mile radius of the of the airport. Next one we've got a another becoming line. We'll skip all the way over to the 620205 because everything before that is the same as what we just talked about. So what is the six and string of numbers after it. So five is turbulence. Six, six is icy. Pretty good to know. And the two again is its intensity. This happens to be light rime icy is the forecast. The 020 is going to be the base layer of this particular forecast for icy. So since the two is in the middle, that's going to be 2,000ft and then the five is how deep in thousands of feet is it? So it goes from 2000ft and it add 5000ft so up to 7000ft. So between 2000ft and 7000ft they're expecting light rime icing. Helicopters can fly above 2000ft. So if you use this as a gauge in an area even if it's within 50 miles, because forecasters are not able to pinpoint exactly where icing is going to occur. And that's another presentation that we're going to do later is all about icing. So the only way they know icing is occurring is when pilots actually report it, which is in the pirep. And that's the other one we'll talk about. We kind of hinted to that earlier. So again the string of numbers starting with the five is turbulence. The string of numbers starting with the six is icing. Both of them are very, very good. And I think we have a doorbell ringing. So Kenny, if you could give me just a couple seconds and we'll move on after that.

Absolutely. Brian, I'll take over and just chit chat with everybody here while you go do what you got to do. So we pre warned you Brian's pool guy might show up, so there you go. So let me mention while we're going here, one thing with Brian's presentation that he showed you already and that's very important is the two becoming and from. I know that I have an examiner that I've used now for 20 years. Talk about him all the time. Very well respected examiner and very fair examiner. But there are some things that he won't, there's some things that he won't let you get by with and he said they have to know to becoming and from. If you show up for the private pilot checkride and you don't understand to becoming and from then that is going to be a failure. So Brian, are you there?

I am. Might hear a little bit of, a little bit of commotion in the background. Maybe that's okay. We're getting close to being done so I think we'll go ahead and just pick back up where I left off if you're, if you're ready for me to continue.

Yeah, I just want to tell you what I, what I recommended to Everybody in the 20 years I've been using this one examiner and on a private pilot checkride. If you do not understand to becoming or from that is a failure on a private pilot check ride. So I just, absolutely, it is, I just confirmed that with him. That that's there's one area that even though he's a super fair examiner, you know, you got to read a taf, you got to read a metar and he's, and he's flat out said when your people show up, make sure they understand tuba coming in from because if they don't know those I'm sending them home and it's a failure. So that's all I, that's all I iterated there while you were at the door. So I'll let you go ahead and finish.

Absolutely perfect. Yeah, no, that's great. And actually this, if I was an examiner I would even add in, you know, outside of the metars, the taps, you better know what pireps are and you don't have to know the entire order of how to give them, but you need to know things about weather for sure. And the big thing is, is don't, don't limit yourself to just the metars and the taps and the pireps and call it good. You need to arm yourself with as much, much information as you can on these flights. Use as many tools as possible because that is how you can really say I know I'm making a good go or no go decision. So use as many tools as you can when briefing the weather in order to make that good decision making process. Here's something that a lot of people, they should know about this. Some people do not. However, we used to have what was called flight watch and, and you would be able to pull up on the radio and you'd be able to get in flight weather. They discontinued that back in 2015. That was a great resource for pilots but they took it away. And then in 2020, actually January of 2020, Hiwas hi w a s Hiwas. If you are a pilot you should know what hiwas is. You were able to get hazardous weather information over select VORs. January 2020, they started discontinuing the HIWAs over select VORs that they're decommissioning. So that's going away. And the reason they're doing that is because flight service stations are still available. You can call a flight service station, use the frequency in the little frequency box again. That'll be another presentation later how to actually contact flight service stations in the air. But you can always pick up the phone and you can call them. So you know there's lots of tools out there and they have found that pilots weren't using the information so they, they started shutting them off. Especially with VORs, everything's going to GPS so they, they, they were decommissioning more and more of these VORs which had high wasps. So they had to, they had to get rid of the high wasps. Aviationweather.gov this is a great resource. If you're not using it, if you've never looked at it, I encourage you to go look at it. It gets better and better every year that I use it. There is so much that is involved in aviationweather.gov Again another presentation will be coming on that this one is really, really important and I think it's, it's gonna, you'll be very surprised at what you can information you can glean from aviationweather.gov Never hesitate to call flight service station weather briefer to have any questions explained. If you're a self briefer you're doing all your own self briefings but man, you're just stuck on something. Absolutely. 100 WX Brief. Call the number, follow the online or the audio prompts and talk to a weather briefer. If they go too fast, tell them I don't understand this stuff, I'm brand new. Slow down please, please explain it to. And they will, they'll be more than happy to explain it to you. VFR flight following Great resource for pilots. I don't understand why a lot of pilots don't use it. Other than those pilots that live in areas where they continually are flying at low levels. Maybe it's in their work that they do and ATC services just aren't available. But if ATC services are available, absolutely, absolutely use them. ATC can tell you where precipitation is and its intensity with relationship to your route of flight. They can't tell you what it is. They can't tell you if it's snow, if it's rain, if it's tail. They can't tell you the cloud layers. Again, unless a pilot gives them a pilot report. That's the only way they're going to know. But here's something as an example and you know this is what you would hear from atc if you were up on flight following and you were flying a particular direction and you changed radio frequencies and you came up on there and you requested flight following. If this was occurring in the route of flight that you were headed, this is, this is what they would tell you. November 123 Hotel Golf. Extreme precipitation between 10 o' clock and 1 o'. Clock. So that's your track, the direction your aircraft is tracking. They're telling you from 10 o' clock to 1 o' clock position that they're in. It's 20 miles, 20 miles away from you. Precipitation area is 2,5 miles 25 miles in diameter. Extreme precipitation 25 miles in diameter within 20 miles of where you're currently at and you're tracking right for it. You might want to know that. And this is you. You won't get that information if you're not talking to atc. So I really strongly encourage people to use flightfallen. It's a great resource. ATC and flight weather avoidance assistance. This is covered in the AIM chapter 71 14. I encourage you to go to that chapter after you're done with this video and read up on it. And in AIM 7130 is where you can find the key to TAFS for additional review. So all you know tempo becoming, you want to review that, you watch the video again. But go to your resources, use all your resources. Go to the aim. It's there. And for those of you that may have a checkride, you could even say I know this because it's in aim 7130 and impress your examiner. So that is all I have. Kenny, that is the end of the show so I will turn it back over to you.

Okay, great presentation. All I want to add is that is a follow up to Metars, that's new inside ground school that we put in there last week. This is a follow up. First was Metars, today's was tafs. And as I already mentioned, I'm going to mention it one more time. Let's recap. You have to understand a TAF and a METAR to be a safe and prudent pilot. You have to understand read a TAF and METAR to go to a private pilot checkride and every checkride thereafter. Pilots we know are losing their lives continually flying into bad weather. So how do you keep yourself out of bad weather understanding TAFs and metars. So people comment on this and I know I even had a past student who would always complain and say well I just read the raw or not. I'm not the raw, I'll just read the translated. Well that doesn't work for a checkride. Okay. An examiner for any checkride from private pilot all the way through your CFI or you're out in the world and you're getting a 135 checkride from a check airman because you're flying EMS. You don't get to study Metars and Pass your test and forget about them. Brian went through these with you and just gave you a really good presentation to help break it down. And it's stuff that you have to know. And he added some extras in there for you. But that's what I have to add on that.

So this will be, let me add real quick, Kenny, let me add this. So you're talking about the person said they just want to read the decoded version is what we'll call it the decoded version. Right. If, if that person still doesn't understand that showers in the vicinity means within a 10 statute mile radius there could be thunderstorm unstable air, they don't understand that key element or that within five statute miles the light rain showers could also be indicative of convective activity. That doesn't matter if you decode it or read it coded. If you don't understand that part of it, you're really not giving, giving yourself a very good weather briefing. And here's the other thing people forget about. It's something I didn't put in the slide I was just going to add when we were chatting is when you start talking about TAFs. There's not a TAF at every single airport. There's about, when I was first researching this, about 660, 670 TAF sites. But there's thousands of airports, so that's something to remember. You know, you may have a taft, your departure airport and the direction you're going. You may not have another TAF for 40, 50 miles. What's the weather doing in between those two airports? And if you don't know how to read a Prague chart, if you don't know how to, to read, you know, a taf, if you don't know how to read a metar, you really don't have a good understanding of the weather and what fronts are doing and, and how high pressure and low pressure is working. So you know, you need to know all this stuff. You got to be, you don't have to be a weatherman, but you better understand the weather, that's for sure.

Awesome. Okay, well, that concludes that one. So before we go, before I let Brian go, if you have any questions, type them in now and we'll cover them before we go. And I see only see one question and I see Heather said hello to everybody, CW Fox said, does Kenny keep a list of his YouTube videos in the hogs library if we ever want to go back and find one to watch? I'm not sure I really understand the question, but let me reiterate what we've talked about in the past. You know, we do YouTube videos are to get on and entertain people and, you know, and get together and talk and chit chat and occasionally teach new subjects. And a lot of times we take those and we edit them and then we put them inside ground school. Ground school is private pilot, commercial pilot, instrument pilot, certified flight instructor. Okay. That's where you have all of the videos in sequence to the appropriate rating in order. So YouTube is not something we're using to teach people, the general public. YouTube is a, you know, it's a free resource and we go here and do these things. So I'm not sure I understand the question, but. No, we don't. We don't. We're not intermixing YouTube and hogs. YouTube is to get on, watch some stuff, teach us some things now and then answer questions, talk to people, live like we are right now. But I guess I don't know if you're gone cw, but I'm still not really sure on that question, but that's kind of the deal. And somebody also recently said, well, hey, what's the, what's the difference? Well, the difference is YouTube is right now we're doing every Tuesday at 2, getting on just to do something and let you know what's happening, let you know that we're still here. So any of you that are still hanging around, if you're, if you're on YouTube, we are Helicopterland Ground School. We have four courses. Heather, that you see in the chat, for those of you don't know, Heather is our office manager. She has the phone line at 574-767-1797. You can call or text that number. You can also reach her at heatherhelicopterground.com you can reach brianryelicopterground.com and you can reach me at kennyelicopterground.com I see Heather just said, just on YouTube under Coffee with Kenny or. Okay, she's answering that comment. All right, cool. Hey, give us a, give us a thumbs up today. If you're new to the YouTube channel, subscribe and click the bell for fresh content that comes out each week. We're doing the Tuesdays at 2 and then through the week, sometimes I'll throw out a video because I got something I want to talk about. I do videos where I answer questions like from members or the general public. Something that doesn't need to be. Excuse me. Something that doesn't need to be in helicopter land. Ground school. General questions that the public has that don't need to be the actual training process. So YouTube, we use this also for answer questions from people when they ask questions about learning to fly.

Awesome.

All right, well, nice presentation, Brian. Again, everybody make sure you subscribe. And when you subscribe, remember, click the bell and that way you will be notified of when we have new videos. So we'll see you all in the next video.

Peace out.