We're NOT a Typical Flight School: Advanced & Accelerated Training at H.O.G.S.

We should be live. Let us know in the comment section if you can hear us and see us occasionally. We have a problem. So Heather, first bring up this first slide. I'm going to tell you about the advanced and accelerating training we have for both R22 and R44 here at Hogs. Because a lot of people don't really understand what we do. We're not typical flight school. We bring a person in for one day, three days, five days, whatever it takes to do what it is you want to do. It's all you. There's nobody else here. So I'll have Heather go to the next slide. First and foremost, our brand newest courses. Advanced auto rotation courses in both the R22 and R44. So again, when you come, it's going to be just you, me, Hauser, possibly Hunter, one of our newest part time CFIs. But we're going to work with you and go out and do all the stuff you don't get to do at your flight school. Instead of just doing straight ins and 180s, we're going to go out and we can do full downs if you like. We can do engine failure on takeoff, we can do zero airspeed autos, we can do 360 degree autos, we can enter at different altitudes and airspeeds, which is what we'll do. Hauser likes calling it a training scar. He says if all you do is straight ends and 180s, that's all you're ever going to really think to do when something bad happens. Because you do in the real world, the way you train. So we're offering these advanced auto rotation courses so you can come here. These are two day courses for either the R22 or R44. And we just had a member who just did a mountain course in the R44 out in Vegas. And he called up today and said, hey, can I split it and do half in the R22 and half in the R44? And we went, sure, why not, right? It's still a two day course, but it'll split the time. It's three hours of flight time. So he'll do an hour and a half on the R22 and an hour and a half on the R44. So that's what we're doing with advanced auto rotation courses. All the stuff you don't get to do at a typical flight school. I'll have Heather go to the next one. We also have the final approach course we've been doing for two years. We're offering those both in the R22 and R44. I've been flying 28 years. I've been using the same examiner for 24 years. We got a pretty good idea how to get you ready and get you through. And again, this is one on one, not your flight school. We don't even call ourselves a flight school. We're a helicopter online ground school that offers advanced and accelerated training. We just want one person at a time so you get our full attention on the final approach course. We feed you each day and we zoom with you ahead of time. Once you book, we'll do a zoom to see where your knowledge is at. We'll schedule a date with the examiner. And again, booking takes money up front. And just so you know, there is a no refund policy for your cancellation. If we would have to cancel, we could do that. But we've had a string of those. So this is pay up front to get on the schedule and get your date with the examiner. But we will get you finished. First One we did two years ago, number one of 19 that we've done now came from Florida. He had 160 hours working on his private and still wasn't done. We finished him in a week and he went home happy. Then we had two more from that same flight school come up with the same problem. That's the final approach course. You can't get an examiner lined up, the helicopter's broken, the instructor just left to go to another job. The list is long on why people are frustrated because they can't get finished. And we don't even take away from the typical flight school. Just like the three that came from Florida, our examiner goes, why don't they just work a deal with you? Since they're happy with their flight school, they just can't get the checkride done because of whatever reason ship all the check rides up here. So that's what we do. We're not a flight school taking Billy Bob and Mary 10, 2 and 4. We just do one on one accelerated training so we can get you finished. Up next we have SFAR 73 sign offs. We've done several of these lately. Maybe you just need the time you, maybe you need the time to get a pilot in command sign off. You want to come here, you've got a couple hours towards what you need for the sign off but you don't have it all. Or maybe you want to do the full five hours or 10 hours or whatever you need on your individual case. Again, we're going to do all this In a matter of a couple days, we're going to bring you in, work with you, do flight, do ground, do flight, do ground, get your sign off, send you home. Same thing with an instructor. We just did one of those this past week. We did, Joe was here, did his CFI add on. And after he completed, we had Hunter here that went out and did his SFAR instructor sign off. And he did it with, well, no use going to that point being. He just needs a sign off. And we've done several of those. I don't know what that was. So that's another thing that you can do. And again, instead of straggling through a month trying to get the flights you need, you just come here, we set the date, we take your money to put you on the schedule. No refunds for cancellations. You, you gotta show up. But we can get you done on either your PIC sign off or your instructor sign off. And then what was that on Saturday Night Live or something? And then nobody remembers here time builder courses. If you need to get 10 hours in the R22 or 10 hours in the R44, and of course we can finagle those numbers, but a lot of times 10's the number, somebody needs 10 more so they can get their instructor sign off or they need 10 because they're transitioning from R22 to R44 or whatever the case is. We can set you up. And again with the time builder, you're going to have to check out with one of our instructors. But then you get the helicopter for however many days you need to get the 10 hours done. Again, the beauty of this is accelerated. It's not Tuesday at 2, next week at 5, the following week at 4. It's, we get you on the schedule on a block of time that we have open. We'll get you here, get you checked out so that you qualify to go out and fly it by yourself and send you a good deal on a block of 10 hours. And again, we could work more or less, but 10 seems to be the common one that people need, so we're offering those. And of course, this time of the year, we're more apt to give you a good deal because we're getting things rolling. As the weather gets warmer and things speed up, the schedule's gonna get more full between both the helicopters. So if you work now, we got, you know, spring maintenance to do, annuals to do. So we'll give you a deal. If you want to get some time in one of these aircraft, you can come here and accelerated course, get it done. And then destination flights. We haven't done this for a while since it's been wintertime. But last summer and fall we were doing quite a few trips to Chicago. We, we could run down to Indy, we could go down Cincinnati. Cincinnati is beautiful. If you want to get a few hours in the aircraft and you want to go somewhere cool at the same time. These destination flights have been a lot of fun and we can go with you if you want just to get the time, get some cool photos, get out and get out of. The pattern is really, really nice. So we've been having fun with the destination flights. Those are available as well in both the R22 and R44. And then we have a day at Hogs. We were doing these last year, early in the year and then we got busy with final approach courses and we didn't do any more. But we have a. If you want to come and experience the Hogs experience, somebody said, what is that? It's not bragging, but it's the whole experience. That's what makes this place so cool is we have everything right here. We have a hotel close by. We, we fix meals here so we don't have to leave and go out somewhere for the day. And on the destination or on the day at Hogs, you get the whole day to pick our brains, help, you know, mentor you on. Maybe you're a fresh CFI and you're going for your first job and you want a little extra help and you want a little help on the aircraft. We can book you a full day at Hogs. And that could be in the R22 and the R44. And Chris Hauser, you see him a lot in our videos, he's in our online courses. You've seen him in our flying videos. Chris is my right hand man. Been working for me off and on for more than 10 years. And Chris flies full time, a Bell 429 and his second job. We just put him on here as an actual employee instead of just independent contractor. So Chris has been flying now well over 10 years teaching, probably closer to 15. I did all of Chris's ratings. So between the two of us we can get you handled in either the R22 or the R44. So with that being said, we are going to talk about odd rotations, we're going to talk about some tips for setting it up and 90s versus 180s in the, in the turns. There's a way that you can kind of help progress if you're if you're really struggling with those turns. So we're going to first roll a 90 degree video, come back, talk about that. And then we're going to show another video. And we're also going to give away a airman certification standards for private pilots. So Lindsay's over there. We'll have her go ahead and roll the video.

All right, we're gonna go around and demonstrate a 90 degree auto rotation for you. And yes, at the private level, you do straight end, you do 180s. And there's some school of thought that if that's all you've ever done, you think that's all you can do. So it's nice to break it up and not just always do a straight, always do a 180 do different, you know, enter from different places after you've got some experience under your belt and you're experienced at autos. And there is one method taught where you can use two 90s to make a 180 turn. So we're going to go around and do the 90, just expose you to it. I think it's great practice. And then you can actually take and use this technique. Instead of doing the full 180 degree sweeping turn, which most people are taught and many people do, you can make the 180 auto rotation in two 90 degree turns. For some people it works out real well and they like it. Some people not that crazy about it. But it's a method. If you're struggling with the 180 turn, the full swooping 180 turn, practice in some 90s and then using two 90 degree turns. It's nice and we'll talk about that in another video. So I want to be about 500 AGL. So I'm going to use 1400. I want to be just above 70 on my speed when I enter. I want to have my rate of descent basically at zero. I want to be in trim turn or enter, establish and then make a 90 degree turn to try to make my spot. I'm going to go to the numbers 18 on the Runway, make a radio call here. Warsaw traffic helicopter 1 Mike Bravo, left downwind for 1 8. Warsaw.

Okay, I'm using the left downwind because.

I don't hear any airplanes in the pattern right now. And due to where the wind is, it's gonna be a little easier for me. I'm gonna cheat. If I would do it the other direction, I'd have a little bit of a wind pushing me through the turn. So I want to try to make a decent presentation here for you and show you this. So I'm gonna do left traffic. If we had airplanes in a pattern, I do right traffic. But we can do either as long as we're avoiding the flow of fixed wing traffic. Alright, so there's about 75. That's good above my 500 AGL. 1400. I'm in trim, I'm looking good. So I'm gonna wait here just a little bit. Heather can point down at the 18 on the Runway. So you can see kind of where we're going.

Now.

We're going to count it off in 1, 2, 3. Actually, I'm going to go around and set that up again. I was a little bit slow on my speed. I'll be chasing that all the way down if I don't get that set right. So I'm going to do a 360 turn, re enter, get my speed where I want it. Because a nice setup is key to performing these auto rotations. And yes, people say, oh, but that's not real world. Well, you know what? We have to train to a standard. And the way you train to a standard is by doing it the same way every time. So for your practice auto rotations, when you're preparing for a practical test, you want a nice setup, you want to get it set up nice, enter it nice. It'll be nice. I was a little bit slow. If I'd entered it then I'd have tried to speed up and made my RPM go down and then I'd be chasing that RPM all the way down and then probably end up. Jason, our speed and RPM both, we're gonna go around, set it up.

Same thing. All right.

Position myself about the same spot again and my speed up there. And I'm gonna delay a little bit longer before I entry or before I enter and pull a little less up collective. When I enter there, I'm a little hair above 70. Then we're gonna go 1, 2, 3, enter. Collective down right pedal, half cyclic, roll back throttle.

Good. There's 80.

Start my turn. RPMs looking nice. I got 75.

Beautiful.

I like this RPM staying nice about 75. Looking good. 70. Beautiful. I'm gonna raise a hair collective because just a hair high, Just a little bit. Keep my 70. Much better, much better, much better. Start a gentle flare about treetop. Flare, flare, flare. Oh, look at that. Rolling the throttle. And there's my 1 8.

Boom.

I hit it much better. So the point of the story is 90s are a good thing to practice. You can use them for 180s, two combined 90 turns, and it's breaking up the monotony of standards and 180s. And also if you set it up nice, probably going to be nice. Set it up sloppy. It's going to be sloppy. And just because the horn comes on, you don't have to panic as long as you're paying attention and you're going to fix that low RPM situation.

1 1, 1, 1, 1 1. I know, I'm sorry.

Okay, we're going to roll another video here shortly. We're going to roll a 180 video, but I want to give you a couple of things to think about before we show the 180 video. And Lindsey's in chat over there, so type in your questions now if you want, in between now and we'll answer me there now or after the next video. But one thing I wanted to point out before we go to the 180 video is something that I didn't really catch on to until I started instructing. I was a new instructor and I watched a video from Bell and this guy was talking about how people. Some people enter, like, say, this is the spot here where my left hand is. This is your spot where you want to go on the 180. People sometimes try to just judge the wind. And should I enter back here or should I enter here or should I enter here? Always trying to judge the wind. And this particular instructor's opinion was you should always enter a beam at the same spot and then adjust your turn as you come around for the wind for the day. And he went at length at it. And then I went out and started trying it. And I kind of adopted that after just watching that one video. And for me, I think it's easier if you're number one. Your good setup that we keep harping, good setup includes having everything ready to go, have your altitude, everything else, and always enter at the same time when you're beam. And I actually start my count, like 3, 2, 1. So I'm a beam because people will do things like they'll count early or they'll start counting here and they go there and again, you can do it however you like. But for me, after adopting that method, I like always entering at that same spot and then adjusted my turn for what I need to try to get to my spot. So that is one idea that I think helps. And some people also struggle with the turn, right? Like trying to make that full 180 turn. And something we talk about since we just showed you the 90. I like to show people that, hey, let's go out if you're struggling with the turns. And let's start with 90s and then let's go to 180s and turn that 180 turn into 290 degrees. So you enter, make a 90 degree turn, roll out, and either you go right back into your roll, or depending on how the turn is going, sometimes you can delay just a little bit to turn and help make your spot. I had somebody show me that after I was a CFI and I adopted that and I really, really like that. And I will show that to people sometimes who's maybe struggling in that turn and they don't like it. They go, ah, it doesn't work for me. I'd rather just go into that full sweeping 180 turn. Then you'll show the next person and it'll help them straighten out that turn. I'll go, wow, I really like that. So that as well. Couple things to think about that I just wanted to point out today, since today's video is about the turn, a couple things to think about. And here's what I see people do consistently and specifically the last two years of all the training we've been doing, people have this tendency of even if, say they enter in a beam, just like I like to do it, but they'll. And they'll count it off and they'll say, three, two, one, enter. And they're right here. They delay or they'll enter, but then they'll go, it's like 1 1000, 2 1000. And then they'll start this turn and they come out slow. And I think people are just getting established and they're just checking things before they actually start that turn. So I'm not saying enter and go, yank it, but enter it. And then if you enter it correctly and enter it nice and smooth, you can go ahead and start that turn. Get that turn started right away. That gives you more time to come around and make that turn work out. And then here's the other big tip for you that I see happening. If somebody tells me, they're like, another instructor comes in and says, oh, so and so struggling in the 180s. You want to go fly with them? I'm like, okay. And I know what to do. As soon as I go out, I'm going to watch their eyeballs. And what do they do? They enter the turn and they spend the majority of their 180 staring at the instruments. You should be 80% outside. 20% inside or something along that lines. You should spend more time looking out, Come in and check your trim back outside, come back in, check your speed back outside, cross check in and out. You should spend more time looking out. And people want to stare at those instruments. And that will screw up that 180 turn every single time. So I'll have Lindsey get ready to give me any questions that might have come in before we roll that video we want to throw in real quick. Private Pilot 101. Free PDF down below. You can get the free PDF download immediately and you could also grab the paperback if you want. Amazon number one best seller, really good book with a lot of tips in there. Geared for the beginner, but other people can use it as well. So this is auto rotation week. We're talking about autos. Yesterday, we're talking about straight ins. Today we're talking about 90s and 180s and making those turns. Because as we said in the beginning of the video, we now have auto rotation, advanced auto rotation courses. So it just falls in line. I don't know why we didn't start advertising this sooner. I wish we would have. Hauser and I are both excited about these going out and doing the stuff that you want to do. So we thought it's a good week to just talk about autos all week, give you tips, answer questions. So Heather's sitting right there. You can call now, you know, the TV or the commercial. Call now. Call today. Call now. She's sitting right there. 574-767-1797. I'll guarantee you that these spots are filling up and the calls are coming in. We're already booking stuff. And the other night, Howser and I were texting. He goes, man, hogs is going to freaking blow up in 2025. And I hadn't really had that feeling until he said it. And I go, yeah, you know, I kind of start feeling it now that the R44 is getting ready to come home. Having both helicopters here, we've had them, you know, one here, one there, and back and forth, having them both back here together. They've only been here in the hangar for a weekend before the R44 went to Vegas. So it's going to be kind of a new thing having both helicopters here at the same time. So we can help you out in either the R22 or the R44, or both. As we said, two separate courses. We got one guy, he's going to split the two courses into one and split them up half and half. So before we roll that other video. Any questions that's popped in, Lindsey?

Not yet.

All right, well then let's go ahead and roll the 180 video and we'll come back, answer any questions you have, type them in, chat, and then we're going to give away a private pilot acs. So go ahead and roll that video. Okay, we're going to go around here.

And do a 180 degree auto rotation. I want to take my time getting set up for these. If you rush the 180, that's going to probably end up sloppy. You want to take your time so you can have a knife set up. I know it's not real world, but we got to train to a standard. So we want to do the same thing every time. I'm going to enter about 650AGL on downwind. When I'm going to beam my spot, I want to get a good setup going. I want to get it entered, start my turn, and I'm going to make the full 180 degree sweeping turn. The last video we did a 90 degree turn. And some people like using 290s in a 180. All depends on the person. Some people like that. Some people prefer just a full sweeping 180 turn. So it really depends on the individual. What works best for you. So I just did one before I turned the camera on and I overshot just a little bit. I was a little too close. So I'm going to readjust from the last one. I got a creek right ahead of me. Last time I was just to the right of that creek. So I'm going to adjust. This time I'm going to be right over the creek and see if that helps me. I got the wind kind of pushing me through the turn, so I have to remember that. Want to get my altitude back down here a little bit. So I'm looking outside, inside, outside, inside. And again, you want a nice setup. I want to be about 75. I like to have 75 so that I could do a little aft pull entry. Pull it back towards the 70. I like 70 and the autos in the R44, there's 75 or so. A tiny bit of rate of descent. No big deal. At this point we're coming up EMR spot. So we're gonna say 1, 2, 3. Enter Down Collective right pedal aft cyclic. Start my turn looking outside of my spot, back inside. I'm gonna raise a hair collective. Got my 70. Looking good, looking outside, looking inside. Rpm's beautiful. Keep her coming a little Bit of horn action, no big deal.

Go down.

Just a hair collective. Make that horn go off. Now we turn back into the wind. My speech picked back up because I got down close to 60. Now we should get back closer to 70. About Tree Top level. I'm gonna start a gentle flare. As it gets bigger, I'm gonna make it bigger, bigger, bigger. And then I'm gonna roll on. And I made my number nine. Not the most beautiful auto of all time, but guess what? That's how it works. On any given day, we can go out there and nail them like crazy. Then an hour later the next day, you might not do so well. It all depends on how much sleep.

You'Ve had, how you feel, and just.

Whether you're having a good day or not. So let's do warning. Caution lights are out. Gauges in the green looking good out of the yellow. About 28 minutes into my flight. Then I'm going to go around and do another one. Actually, let's do one to the left. I will make an admission here. I'm always when I fly by myself in practice, I'm always on the ride, but when I'm with students, I'm on the left. And then when I try to do a right hand auto from the left.

Side, I usually kind of struggle because.

I don't do them over there. I'm riding around listening and watching someone else. So we're gonna try one from the left. No traffic out here today. Nobody's talking. So I'm gonna do a left 180 this time and see how I do. Hopefully it'll be a little bit easier because the wind is off my nose a little bit to the right going this direction. So if I do a left 180 coming back, hopefully that'll make my auto a little bit prettier. So the thing is, no two auto rotations ever come out exactly like the next one. And also there's a million ways of teaching quick stops like there's a million ways of teaching hover autos. I'm showing you how I do it may not be exactly how you do it, but that's okay. Lots of different people are taught different ways. And as long as the maneuver is safe and the outcome is within a standard of what you're looking for, then you're good. So I'm gonna start my left hand turn and again I'll be guessing because I haven't done any left ones in a while, especially going this direction. I'm gonna make a guess on where I want to be and I'm gonna raise it a little collective right now I'm a little slow and get above 70. I want to hold that 1500 so I got like at least 650ft. Give myself a little extra time there to make my turn. Alright, so now I want to level out. I want to crease up to about 70 and I'm going to cheat in here a little bit. Not cheat but just move in. I'm making a guess on where I need to be because now when I turn I'm going to turn into the wind as I make that turn. So I kind of got. I got a barn right in front of me. I'm heading towards in between two hangars that are ahead of me. So I'm gonna start watching for my number nine. I got zero rated ascent. Got my 1500. I'm about 75.

Beautiful. That's what I like.

So I want to be ready to start counting before I get a beam and then enter when I am a beam. So looking outside, back in at my gauges back outside we're gonna say 1, 2, 3, enter. Collective down, right pedal half cyclic. Start my turn and then I'm going to kind of judge how much do I need to turn and try to make my spot. I got my 70. Raising a little bit of collective.

Just a little.

Got 65. I turn into the wind. It should pick back up. Looking good. I got 65. Beautiful. Coming back towards my 70 rpms right.

Where I want it.

Looking good. Might overshoot my spot just a hair but I'm dang close. Street top. Make it bigger, make it bigger. Just over my nine race collective rolling throttle. Not too bad.

Somebody just made a comment in the chat about practicing flares before the auto and that's a great idea and I thought that could be our topic tomorrow. Go in depth, a little more in depth into the flare. And we're going to give this away now anybody has any questions, pop them in there before we go. Airman certification standards are going to give this away. And the question today is we are getting ready to celebrate another milestone. And we're not sure if Paul's here today but Paul's won the last two days. So Paul, please refrain today and let somebody else get the book. How many years online will be March 1st since we started Hogs? I mention it often. If you don't know, I guess you'll have to take a guess. It's definitely more than 10 years. So the first person to type in the number of years we will be celebrating March 1, 2025. We're pretty proud of this, surviving this long. Been around this long and we're still here. So that's awesome. I mentioned their day stats on new businesses. 90% don't make it the first five years and then I forget the next stat. Like it's pretty, pretty low. Most businesses don't make it when they get started. So it's auto rotation week tomorrow. Talk about the flares. We got two more of these to give away tomorrow. We're gonna go earlier because tomorrow night I'm going to see local H. Anybody remember local H? High five, love. Okay. See them in Fort Wayne tomorrow night. So tomorrow we're going to go live at 3pm private pilot 101 down below. Don't forget about our clone. Every day we are piping these new videos. We're piping into the clone. So basically what we do, we upload that video and the clone reads the video. So all the content, everything that we talk about goes into my clone. So that is 14 years of content that has been going into the clone. Do we have a winner yet?

Yes, Bob.

Bob.

Bob won.

All right, Bob's the winner. So you probably, probably already typed in there.

Email heatherelicopterground.com I do have a second nomination though. A second runner up for 65 years in chat.

You have a second runner up?

Yeah.

Why do you mean you have a second runner up?

A second winner for 65 years goes to Heather over at the back computer.

She's saying we've been online 65 years.

Yes.

Wow. That's pretty amazing. 65 years. Been doing online ground school. Wow.

It was a great guess, Heather.

That's pretty crazy. So our clones@askhogs.com you can ask it all kinds of questions. You can go down below and then hogspaysme.com if you. Anybody can do this. But it's geared for instructors. We know instructors don't make much money. Half time you have enough money to eat. You're scrounging money at the drive through or you're eating animal crackers. Sign up to become an affiliate and if your students use your link to sign up for hogs, you get 50% commission. And our monthly is $97 a month. You get half that for as long as they keep the course. Our pro pilot's 2,800. You'll get fourteen hundred dollars sent to your PayPal. You must have a PayPal account. Heather pays once a month. We go through a 30 day cycle to make sure the person doesn't refund, because if they refund, of course, we're not going to give you a commission. But once a month we send out those commission payments. And that's about all I can think of for right now. Come back tomorrow again. We're going to go earlier, like three and get on the schedule. Now, we're scheduling more and more stuff every day. The weather's going to keep getting better. The helicopters will keep getting busier. And to get the spots or the times that you want, call now, 574-767-1797 or text or anytime thereafter. But do it now to get in and get the date you want. All right, that's it. I got nothing else. Wait. Live to fly another day helicopterground.com Peace out. Feel the pressure to fly, but know the right decision is to stay on the ground. Hit the hogs. No go and live to fly another day.