22 Flight Training, Flying & Aviation Career Questions — Motivation Monday #8
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22 Flight Training, Flying & Aviation Career Questions — Motivation Monday #8

February 25, 2020


All right, aviators. Welcome to another Motivation Monday. It’s good to have you here. I’ve got some great questions today for you
from the community and of course all of these are answered live. So if you ever want to Participate live in
these Motivation Mondays, just show up Monday morning and you can see those. Now, you can also get this on the AviatorCast
Podcast. I’m posting it there now. You can also find it on the angleofattack.com
blog and lots of different sources in between. Feel free to reach out on social media. I’m always there, I’m always active and it
would be great to speak with you and learn a little bit more about you and help you along
your way. So hope you enjoy this Motivation Monday. There’s some great discussion in some different
questions this week, so good luck and keep taking those steps forward and your aviation
training. Tips for the oral side of the instrument checkride. So there are a lot of different ways that
you can go this direction and I get this question quite a lot and so I actually created a product
called Checkride ACE that helps you prepare for your checkride. I have it for private instrument and commercial
and so I’ll just mention that right out the gate because I answered it in a practical
way with things you can actually use to study and prepare for that oral. So checkrideace.com you can go there and check
that out. But I think again the best thing to do when
you’re preparing for a checkride is just make sure that you are studied up and this is for
the world component specifically, that you are studied up. Because what a lot of people do is they get
their written tests done first before they go on the training or it’s been a while since
they’ve done their written test. Some of you may get that done near the end. That’s not really how I recommend to do it
though because I like people to focus on their flight training. So it’s been a while. If you do your written test first because
you’ve gone through the flight training now and you may have forgotten about a lot of
that written test stuff. Now, that’s not to say that the oral test
is like the written test. In other words, it’s not going to be this
question and answers sort of interrogation format. It’s more of a conversation. But you still need to go back and be able
to pull from that knowledge that you have learned, mix that with what you’ve learned
during your flight training and then answer the questions or have that conversation within
your oral test on your checkride. So that’s my advice is that hey, you need
to be able to study up and be ready for that oral test after being out of the knowledge
Part of your training for a while. What I did a Checkride ACE to alleviate that,
is I created a 20 page study guide. I think it’s 22 pages. And it’s fill in the blank. So I don’t just say, “Hey, here are all the
answers.” But I actually try to pull from your memory
with all that you do know and then what you don’t know, you can go back and actually crack
over the books and study again. But I found that to be very useful, specific
to each checkride. So, the instrument one is going to be very
focused on the instrument components of what you need to know. So just keep that in mind that in some way
you need to go back and restudy the material and then bring that knowledge freshly back
into the oral portion. But the oral portion is a conversation. It’s very scenario-based. You’ll get questions like, you’re going for
an instrument flight today, you have two friends with you and the weather is looking like X,
Y, and Z. Tell me how you would proceed. Those are the sort of questions that you would
get. It’s not what is the square root of the ILS
on a rainy day? That’s not really a question, but it’s more
holistic thinking of bringing all the decision making together, the risk management, the
knowledge, the skill into one place. And that’s what the oral test is all about
regardless of what checkride you’re going for. So good question. “Have any tips on remembering the numbers
for the regulations?” This is actually an interesting question because
I myself, until I became an instructor, I really didn’t dive down into knowing the numbers
of the regulations. And the only reason that I learned it more
as an instructor was because I was referencing it so much with students. And so I actually don’t recommend wasting
your time and your brain power on rote memorization of regulation numbers. I’m not even a huge proponent anymore of having
a far aim that you’re tabbing. I think that the far aim is becoming, well
rather every year it changes a little bit, right? So they have these new copies of these far
aim that come out every single year and then it’s refreshed. What I like to do, and I would recommend that
everyone does this, is I would get an application, an app on your phone that is for the regulations,
get it from a reputable source, make sure that they’re the type of people that are updating
it when it is updated and that becomes your reference. The reason that’s really valuable is if you’re
out in the field, you’re going to have your phone, we know you’re going to have your phone
with you. I really hope you’re not carrying around your
far aim as this big weight with you, wherever you go flying, but you have the foreign with
you and you can reference the regulations on the fly when you need them. That’s not to say that you don’t have the
knowledge of some of the regulations or many of the regulations that you need, but you
know you have them right there for reference, if you are unsure about something. I find that compliance to the regulation and
to the law is much better in scenarios like that than simply leaning on your knowledge
that you learned that could have been years ago. That is my advice, is actually have an application
on your phone. It becomes searchable, so you search certain
keywords and it’ll pull up those regulations, then you can read the actual words and be
in better compliance with that. That is my advice. And with that you’re not wasting the brain
power on the regulation. Maybe you’re using that brain power instead
on interpreting that regulation and then exercising good risk management. That’s my advice on that. Hope that helped out. “What is the best way to not get burned out
during instrument training toward the end?” Actually Taylor, I did a podcast on this not
too long ago, about avoiding burnout and basically kind of the path to becoming an instrument
pilot. So you can go and check that out at aviatorcast.com. I think it’s in the 120 somewhere is where
that podcast is. So basically with anything, you’ve got to
pace yourself with training no matter what it is. That’s why people say, “Hey, can I train every
single day?” There are advantages to that, but I think
there are also disadvantages to it in that you can get really burned out. I’m not sure in what sense you’re getting
burned out, Taylor. I think if I’m to guess, I would say the number
one thing that people get burned out on with instrument is that it just seems like it’s
going on forever and it’s never going to end and you’re never really going to get it. And so my advice there with instrument to
avoid that certain kind of burnout is just to realize that the flying of the airplane
and the private pilot/VFR license is very critical and you learn to fly the airplane
there, you start to learn communications and a bunch of different things that are kind
of your foundation, right? However, when you go to instrument training,
it is completely different. You’re learning a whole different set of skills. And in my experience an estimation for most
people, it is actually the more difficult license to learn. Now, if you are going to go out in the real
world and use this instrument license, then you will need to be really on top of your
game. So while you can get your private pilot and
kind of push it through and not be the perfect pilot at the end and still leave with a lot
to learn, I think with instrument there’s a much higher form of perfection that I would
like to see people at the checkride level if they are going to essentially leave the
checkride and go out and use the instrument license. So just know that it’s important safety-wise
to play the long game because if you’re going to use that instrument ticket, you need to
be really confident in it. So I would take a step back, don’t have so
much anxiety about it and just play the long game, do the instrument rating right and get
it done that way. I know that there are some other pressures
there. Like if you’re at a Part 141 school, they
want to put you through on the program and have you exactly set up on the hours you need
to do. I don’t know if I necessarily agree with that,
but it is what it is. And of course there are time and money pressures
as well. So maybe one strategy for you to alleviate
this would be to go on a multi-day trip with your instructor in the airplane and do just
instrument things. You’ve done all the training, you had done
the written test, you’re essentially almost there, almost ready and need to knock out
a few requirements. Go on a multi day. It could even just be an overnight trip if
that’s all you need to do a and be in the instrument environment the entire time and
really solidify those skills. Really long story short, I failed my first
checkride, instrument checkride, didn’t have a very good instructor, didn’t have good training,
wasn’t ready, wasn’t prepared. My second instrument checkride, I took control
of it. This was several years later and really just
did it right and took my time. That’s what I did is I went on a multi-day
trip, into instrument conditions with a good instructor and everything clicked and I was
confident and I could go out and use the airplane right away in instrument conditions. So that’s some food for thought. Okay? I know that’s kind of a lot all at once, but
if you have any more questions you can reach out to me. But that’s my advice to avoid burnout and
why it’s so important to simply play the long game during your instrument training. Someone asks what app I’m using for the far
aim. I am using the ASA app. I think there are other apps that are designed
a little bit better. I’m not always very happy with the search
function of the ASA app. I know for sure that I can trust ASA to keep
that updated. So it’s a little bit of a give and take, but
there are several apps out there that will let you try their platform. So just go out and find out what works for
you. “Do you have to have a beard to be a good
CFI? And there is mounting evidence right now that
you actually do have to have a beard. Some of my best CFIs have had beards, so I
don’t know what it is, but maybe it’s a wisdom. I don’t know. I don’t know what it is, but yeah, that could
be a thing. “Are loans beneficial for acquiring a commercial
pilot license?” A commercial pilot license is one of the few
times where I think a loan is okay. The reason is that you have some employment
behind that when you’re done. I don’t agree with doing loans for just a
recreational private pilot license. But that all boils down to just my personal
opinion and how I like to have a return on investment. Most middle-class people are trying to or
should be trying to do wise things with the money that they have. So getting a loan for something that’s simply
recreational isn’t necessarily the smartest thing. But plenty of people take out a lot of money
to get their college done, get their career technically choice done. But what I really like about aviation is there
is actually a job at the end of that training. So I am a big proponent of using aviation
as an avenue to get those loans because there is a job. Excuse me. However, there are smart ways to do that as
well. So don’t just go out and sign up for the biggest
loan. Do your research, find a place that is of
good quality but also has a reasonable rate for you. Because you can get your training done anywhere
from 60,000 ish all the way up to… That’s at the high end even for a Part 61. I would say even with a Part 61, you could
get it done for 40 at worst in a lot of places that are just mom and pop schools. But then you go to places that have really
good financing. You’re starting off at 100 and then you go
to some of these colleges and it can be 300. So do your research. Don’t just blow a bunch of money. “What are your tips and recommendations on
cloud types and cloud forms to avoid when flying IMC?” That’s really interesting because when you’re
IMC you do learn a handful of different things on clouds to avoid. But you should already kind of know and have
the tools to know and have the pre-fight planning to know what you’re getting into, whether
that’s icing or whether that’s convective activity, which is a fancy word for thunderstorms
and or it’s heavy rain or snow, whatever it is, you should have a really good idea of
what weather is coming. Here in the United States, we have fantastic
weather reporting, at least in the lower 48. In Alaska, there’s a lot lacking there. But we have fantastic weather reporting that
can really help you drill down into the real picture of what’s going on. So that said, you can still do the sort of
preflight planning these days that essentially allows you to not have any of the fancy stuff
on board, plan really well and go out and do things pretty safely. And then on the flip side of that, there are
onboard things you can have now for onboard weather. There are plenty of other tools to use like
air traffic control and flight service while you’re actually in the air. They help you avoid certain things as well. I think icing is one of those things where
it’s kind of up to the pilot to know you’re not really going to get icing. You’re not really going to get icing reports
from air traffic control unless there’s someone ahead of you that has a PIREP or something
like that. That’s kind of my advice there, is that the
cloud formations and the cloud types don’t necessarily matter so much as the high quality
pre-flight planning you’re going to do to avoid those things in IMC. So yeah, that’s my advice there and I hope
that’s helpful. All right. I could go on and on about that subject. Now, actually, before I move on from this
one, I want to make clear that you have to be really careful with the weather. You can’t just say, “Hey, the weather’s bad
and it looks like there might be some icing, but there probably won’t be, and so I’m just
going to go out and do it.” You need to stay away from weather that is
not good for you. I know that sounds really simplistic, but
seriously, don’t fiddle with it. There’s just way too many accidents that happen
because people are pushing the envelope. Okay? Stay plenty far away from these situations
like icing and thunderstorms that would get you in trouble, especially when you’re talking
about IMC, which is Instrument Meteorological Conditions, for those that don’t know. It basically means you’re in the clouds. You can’t see these things coming, especially
at night, so just stay away. Okay? Delay your flight a few hours, go a few hours
earlier. There are plenty of strategies to employ to
make sure that you’re doing safe things. So while the pre-fight planning and everything
can go really well, there are things that can change and even while in flight with some
of these nice tools, things can change. So be safe, give yourself a buffer and focus
on really solid planning and decision making. “Should I fly with multiple instructors? I know that he is an instructor himself.” I think it depends. I think sometimes first off, I think, the
general rule of thumb is it’s best to stick with one instructor because that instructor
gets to know you pretty well and gets to know your learning style and hopefully recognizes
that and can teach you the best. If you go with a new instructor midstream,
you can often reset that clock, ends up costing a little bit more money. But there are times and situations where that
does become necessary. Maybe the training isn’t working out for you,
you don’t mesh well personally with that person or whatever it is. You can always make the switch. Now, all of that said in my advanced ratings,
I am of the mindset that it takes a village to raise a pilot or maybe it takes an airport
to raise a pilot. So I actually like flying with different people
now and having different perspectives on what to do and how to operate, just gives me a
more holistic view. And then I guess from there I synthesize my
own way of doing things. I just really appreciate and honor the wealth
of knowledge from multiple people. And now that I’m deeper into my career, I
can basically learn something from anyone, even if I don’t mesh with them the best personally. So I think initially you stick with one instructor
if you can, but I’m also big on not sticking with someone that isn’t working, because I
do believe you are the boss and you should fire them if it’s just not working. You have the power, you’re paying the money,
you are the customer. So, keep that in mind. It’s also good to get a different look from
other instructors on the student to make sure that they are progressing well. So, that is actually something that’s called
a stage check. It’s used in Part 141 training and I would
suggest that people even use that in their Part 61 training. “What’s the most important thing for me to
do once I have my private pilot license?” This is interesting because in my personal
experience, I think the best thing to do once you have your private pilot license is to
go out there and experience the world, in a safe way. And maybe it’s not the world, right? I’m not saying, “Hey, go out and do a circumnavigation
of the globe.” I’m not saying that. But go out there, do cross countries, learn
new things. You know how to do that now or at least the
extent to which to do it, to be safe. Dip your toes in the water on different situations,
different areas, different lengths of flight that are safe for you and start to build that
experience. There’s something about being out there in
the real world where it’s completely up to you. And that is a such a steep learning curve
that you will learn more in those hours than maybe in your entire private pilot training. So keep it up, keep flying and go out there
and just experience new things. Find new, cool airports in your area that
you haven’t gone to before. Fly with friends and buddies to places. You can split the cost. When you do that, remember that as a private
pilot you do pro rata share on that. So that’s a cheap way to get your hours if
you’re building up. But there’s a reason why if you’re going to
take the next step for your instrument training that you need 50 hours of cross country time
because in that time you really learn a lot about being a good aviator. So go out there and just explore. That’s my number one advice. Here’s a question. “Where’s the best place to get accurate wins
aloft for my nav log?” So the tool that I’m using these days is ForeFlight,
because I can look at the different way points as I go along and especially the airports
and see the winds aloft for that airport. The nearest winds aloft. So that’s typically what I’m using when I
do winds aloft. Now, that’s actually considering that you’re
using ForeFlight just to get the winds and then dialing them on the paper. Okay. Because if you use ForeFlight to do the actual
flight planning, then those winds aloft are taken into account for everything. So they’re automatically considered in your
flight planning. That’s where I’m getting my winds aloft these
days. I just think it’s the easiest to navigate
based on my route of flight. When you go in and do your briefing with ForeFlight,
then you will get a log of the winds there as well, which just lays it out on what you’re
going to face as you fly. That might be an even faster way to do it. And then there you see the TAFs and the METARs
as well. That’s how I’m seeing it these days. You don’t have to have it from the perfect… But the one source that’s a page of winds
aloft that you have to interpret. As long as that is official information coming
through, even through an app, then you’re good to go. “I live in Minnesota. Do you need any rating for skis and to land
on lakes and fields?” So two different things there. You don’t need a ski rating, which is pretty
interesting or an endorsement. You just can kind of do it. I’ve never really understood that, but I wouldn’t
want to go do it without some training. So find someone that knows what they’re doing
and then learn from them because it’ll be fun and you’ll learn quite a bit and it’ll
be great. I have actually never done any ski flying,
but this is how you approach a lot of different areas of aviation. So do that. Now, landing on lakes and fields, that gets
more into a legality issue or a permission issue if you can land on those lakes and fields. So that person that you’re learning from will
kind of know what you can and can’t do or you can and can’t go. Otherwise, you can ask local instructors or
other people on what you can do. In other words, you can’t just land anywhere
in an airplane. You’ve got to be a little bit careful with
that. There were days where you could do that. In the beginning days of aviation, it was
kind of a fun story. Lots of stories came out of pilots having
to put down in a pasture and then the farmer took him in for the night and fed them and
then they took off the next day when the weather was better. Those days are over for the most part. There are situations where that does still
happen, but it’s pretty rare these days. People are a little bit more private and protective
of their property, so just be careful of that component of it. Otherwise, go out and have fun. I’ve heard ski flying is a lot of fun. It was something I was going to pursue before
I left Alaska, to come down to California. I’m really jealous now seeing all my friends
out there just doing some beautiful ski flying in Alaska. So I’d definitely recommend it. Minnesota is a good place to do that too. “What’s the best study program for instrument?” Just right out the gate I always mentioned
this. I have an instrument ground school I’m proud
of. It’s a great ground school. I’m going to be making some improvements to
it here in the next month or so. And then I also have instrument checkride
ACE, which is very helpful when you’re winding down toward the end of your checkride there. But really you want to find for instrument,
it’s really important that regardless of where you go, you can find a ground school and a
study program as you phrase it. That gives you the whole picture of instrument. Because what I find is that a lot of these
programs are just diving straight into the nuts and bolts of charts and communications
and lost communication procedures. It just gets too messy too quick and it seems
like the student never truly learns the holistic big picture view of instrument flying and
why things are happening, and then we can start to drill down into skills of the pilot
inside the airplane and then the knowledge and skills as they present themselves in flying
the actual procedures. So starting big picture and working your way
down. I don’t think there are a lot of programs
out there that do that. I’ve really attempted to do that with my own
program. So just keep that in mind in your shopping
to make sure that it seems like they’re trying to go that direction. I like this question. I always like this question because I will
stand on this soapbox all day long. “What’s the key to being a good instructor?” I have one golden rule for being a good instructor
and that is that you really care about the success of your students. I can’t say it enough. You need to really care personally about the
success of your students. Now from there, everything else takes care
of itself, right? Because, you are going to find the best way
that they learn. You’re going to find the things that are holding
them back and help them along with that. You’re going to be there as an encouragement. You’re going to be there in some cases as
a mentor. And of course you’ll be there eventually. Once you figured out all the other side psychological
stuffs, you’ll be there to drive home the lessons that will make them a safe pilot. But if you don’t care from the outset, if
all you’re trying to do is build hours, then it’ll fall on deaf ears. The learning transfer won’t really happen
well and they will struggle. I don’t believe that every instructor can
teach every student. In other words, there is this dating game
a little bit that happens with instructors, if it needs to, it’s not always the case,
but sometimes there’s just a personality mismatch and it’s important to find someone you can
work with. Most of the time, it’s good. But I would say find… If you’re a student, find the best situation
for you, that you really feel is working and if you’re an instructor, don’t feel bad to
fire a student. I want to be careful saying that because we
as instructors, we take that very seriously and we don’t just do it to anyone. I’ve never fired a student before, but it’s
something that I have on the table, if someone is not following directions, if they’re basically
totally resistant to the way I teach, et cetera, then I’m taking their money and they’re not
getting anything out of it. That’s something like on a personal level
I don’t like to do. That’s just my thoughts there. So again, get back to the golden rule, care
about their success and make sure that it happens to the best of your ability. Okay? “Flash or no flash for highland crosswind
landing? It just depends. I typically do a reduced amount of flaps for
high winds. Typically because when I get in the flare
and if I get a gust of wind, then I just pop back up and I float in too long. So that’s typically why I do reduced amount
of flaps. Of course, we know that in most training airplanes,
we can take off with flaps and we can land with flaps and we can take off without flaps
and land without flaps. So it just kind of depends. So yeah, it really just depends. Go by what your pilot operating handbook says,
see what it looks like in there. Most of them will say that you can reduce
the amount of flaps for your landing. But again, refer to that because that’s always
the holy grail. Interesting question here. “Every lose the motivation to teach? What keeps you going?” I don’t really lose the motivation to teach. I think for me, I really enjoy seeing students
achieve their dreams and, and make progress. It’s like a drug for me in a way and it’s
one of the best things that I have in aviation. I love the flying and I love to fly myself
and I love sharing aviation too. You guys have seen that through my social
media, but the thing I love the most is actually seeing people achieve their goals and their
dreams. It’s really cool, for example, just as one
example that I always enjoy during the training process, when I have a student that is brand
new and I get to take them through all the way and I see them during the solo part of
their training, which is not too far in, but already I’m seeing the effects of my training
and I see them doing things the way I do things. I see them like right as I think of something
they reach for that item or they look to that part of the sky or they make that turn and
it’s so cool to see me in my student. It’s also quite frightening sometimes. So I’m really careful not to teach bad lessons,
but I really watch myself and try to lead by example there. But that is so cool to see that happen. I think for the most part it’s for the best
and I just really enjoy that. So that keeps me motivated as I move throughout
my training. So that’s why I really love being an instructor. And kind of a bit of a piggyback off of the
last question. One thing I do want to mention is that if
you don’t love instructing and you don’t enjoy it, then please don’t waste people’s time. Don’t waste their time and money, if you’re
not a good instructor essentially or you don’t care about them. Do something else, build your time in some
other way. “I’m a student aspiring to do a private pilot
license. Do you have any advice against air sickness?” Just a couple pieces of advice here. Flying during the parts of the day that are
really smooth is going to be important for you. So morning flights, evening flights are the
best when the winds are dying down. That’s more like a summer strategy for most
places because the heating that goes on is causing a lot of those winds to move around. I’d also say that I read this book by an airline
pilot that had a terrible time during her private pilot or primary training with air
sickness. It turns out that flying at night really helped
her out. She did most of her time at night. She was in the San Diego area doing her training,
I think. So that helped because there was so much reference
to the ground just by virtue of lights. But training at night really helped her. There are some different strategies. I don’t know if that’s something you’re just
nervous about or if you know that you get air sick, but the more you build that muscle
against it and don’t let loose, in other words you don’t throw up, the more you’ll build
a muscle against it. So those are my pieces of advice. Just schedule for those times. It might mean some early mornings. So, keep that in mind. Okay? At what point would you recommend introducing
ForeFlight on your private pilot license? I would recommend that you take your written
test and your knowledge study very seriously. You go through and you learn how to do the
paper way there and you learn where everything comes from and that you do a paper flight
plan with your instructor when you’re first going through your training. Okay? So you learn the old school way. A lot of my colleagues will disagree with
me on this, but I think that ForeFlight should be primarily in the private pilot training. So after you’ve learned where the terms come
from and why things are the way they are, then you go to ForeFlight. The reason why I have settled on that, well,
I’m not completely settled. I guess I should never be stuck in my ways. But the reason why I’ve settled for now on
that is that I know that when you are going to go out there as a private pilot that you’re
going to use ForeFlight. So if you learn it from me and you learn the
safe habits of using it from me, then you are going to be safer using it, then I release
you to the wild after your checkride or rather for your checkride and then you get to go
on and do your own thing. But if you don’t know it at that point, then
you’re going to try to learn it by yourself and you’re not going to know all these cool
little features and how to best organize, when not to use the iPad or the phone. So I like to build it into the safety and
decision making pretty early on and use it as a tool early on, rather than just releasing
someone to the wild. Now kind of a comparison I make here is I
wouldn’t necessarily force if I was a photography teacher. All right? Even though I went through this myself, I
wouldn’t force someone right now to go and get a film camera and use a camera with film
just so they could learn those old terms and how everything works. That’s not what I would do. Okay. It doesn’t make any sense to me. It’s very similar because then when you go
over to the digital, a lot of the terms are still the same. We’ve got aperture, we’ve got F-stop, we’ve
got framing, we’ve got ISO, we’ve got all these different things are the same and they
mean something, but it’s better just to learn on digital just because it’s easier. I think the same thing with ForeFlight and
with flight planning because we’re about magnetic headings and magnetic course and wind correction
angles and all these different things that ForeFlight is doing on the fly. I just think it’s a tool in today’s very highly
high information age that helps us pilots reduce the amount of clutter and synthesize
things better and get to the information that matters quicker, so we can use that as a safety
tool to focus on the decision making and the risk management. I just remember the night of my checkride
private pilot of course, this was the days when ForeFlight didn’t exist and EFBs didn’t
exist. I was up for four hours doing my flight plan. Okay? Four hours the night before my checkride. I was shot during my checkride. I don’t agree with that. I think we have to have in today’s, again
very high information age, we have to have a way to synthesize that down and get to the
data that really matters and I think ForeFlight really helps with that. So that was a really long answer, but I hope
that helped. “What advice would you have for someone going
through Part 141 training?” A lot of the times with Part 141 training
you can be learning from someone that is a fairly new instructor. I went through 141 from my private pilot,
had a really good time and I had a great instructor even though he was a new instructor. Okay. So I’m not saying that that just because it’s
a new instructor or not experienced, they’re not a good instructor, but their experience
of flying is fairly limited. They haven’t been flying a long time, they
haven’t seen a lot of things. And so there aren’t a lot of those stories
or experiences to pass on. Okay? I would say that for you to have the best
experience in Part 141 training is, and this goes for 61 as well. Expand your resources, find other places to
learn things that will help you. In today’s day and age, there are great podcasts
out there. Okay? Great YouTube videos. Be a little bit careful there because people
do some dumb things. But just a wealth of information for you to
gain those lessons from other people that do have a lot of experience. And then you can take that into your training
with what I am going to assume is actually a good instructor that just maybe has not
the greatest breadth of experience. Okay? I would also say one other thing in 141 training
that I didn’t really appreciate is 141 training, they think they are the best at everything. They think they know everything, they think
they have it down. There’s just a lot of ego involved. And so my advice there is don’t absorb the
know-it-all mentality that comes from a lot of these 141 schools. You have a lot to learn after you get your
licenses and as you grow, you have a ton to learn. What I’m suggesting here with these other
sources is that you voluntarily learn from those other sources right now so that you’re
more solid right now because I just remember when I went through 141 training, we talked
all about different grades of fuel. All right? Is a specific example. Talking about different grades of fuel. You never put a different kind of fuel in
your airplane and if you do, then the engine is going to blow up and you’re going to crash
and die. Well, then right after my private pilot, we
were thinking, my family was thinking of buying a Bonanza. And so I go to Iowa to this guy that has 20,000
hours and he puts mogas in the Bonanza and I’m thinking, “We’re going to die. There’s no way. Why would you put different fuel in this airplane?” But it’s just this limited view. Okay? Because I had these blinders on and everyone
told me that I would die if I put a different type of fuel in my engine. But guess what? Those engines were made to do that. Low lead wasn’t a prevalent thing so much
and so they had these engines that were tested and worked fine on the mogas, certain octane
still. But I had to become humble. So I guess that’s the gist of what I’m saying. Be humble. Just settle down into it. Okay? Good question. Okay. I’m just going to suggest something really
quick here for this particular question because I have a podcast you can go and check out. I think it’s even an hour long. “I’m getting close to my private pilot rating. What is your best advice to pass it?” It is still in this podcast that I did called,
The “Pass” in Passion. So if you search The “Pass” In Passion
AviatorCast just in Google, it’s going to pop right up. Okay? If you just searched the past in passion,
then a bunch of stuff about Christ comes up and it’s going to take a while to find my
podcast. The “Pass” In Passion AviatorCast, you’ll
find an hour long on this specific subject right there. And then of course subscribe to the podcast
as well. As a low hour pilot, will renting a Cessna
172 throughout my training in a DA40 as I continue my instrument rating and CPL.” If you’re already a private pilot and you’re
flying single engine, I would say at this point, you know the indications of certain
things and how to do certain things. In other words, you know that to get the operating
limitations of an airplane, you go to the operating handbook. You know that a stall was a stall pretty much. And if you keep holding that nose back and
you don’t release the pressure, then you’re probably going to stall and you typically
know how to take off regardless of what it is. My advice there would be, there’s actually
a lot to learn in flying different airplanes. And so after your private pilot, I think it’s
cool to explore different airplanes and how they operate. You learn a lot more about these concepts
that were driven into you as a private pilot, when you do that and you see how the aircraft
manufacturers designed airplanes differently and why or what it is about that airplane
aerodynamically, that makes it different. So I would say there’s actually a lot to learn
about flying in different types of airplanes. So I would encourage you to go fly something
different, especially renting a 172 is such a docile airplane, that I think you’ll really
enjoy it. It’ll just be a different experience for you. So absolutely go explore. You have your aircraft, single engine land,
go do it, get after it. “What’s going on in the aviation industry? Too many accidents.” I am here in this super ugly hotel room. Okay. I’ve been here this weekend in Sacramento,
California. I’ve been doing what’s called a flight instructor
refresher course, which is something that instructors have to go through every two years. There are some ways to get around that. But I decided to come here because my friend
Jason Miller from The Finer Points was running the class and I thought it’d be great to learn
and be a part of that. Jason is big on safety. He’s big on looking at accidents, looking
at the trends and finding out how we as pilots can change things or we as instructors specifically
can change things. One of the big questions that came out of
came out of this, or rather one of the big points that came out of this course this weekend
was we as instructors, we’re one of the last lines of defense between pilots and those
accidents actually happening. So I think a reason a lot of these accidents
are happening just boil down to the same old reasons. They are the same accidents that are happening
again and again and again and it is so frustrating from an instructor’s perspective that the
same thing keeps happening. Some of the biggest accidents of course are
controlled flight into terrain or what we call CFIT. VMC into IMC, which is basically your visual
and you fly into the clouds and then you get disoriented and people get messed up that
way as well. Can kind of be a combination of the two where
it’s VFR into IMC and then you hit terrain. So as an example, the Kobe Bryant incident
looks like something like that, where the pilot persisted into bad weather, he got disoriented
and they crashed into terrain. Looks like the pilot was even descending into
kind of a spiral. While that was happening, the helicopter was
completely fine. That seems to be the preliminary data. That’s what happened. He was an 8,200 hour helicopter pilot and
there’s no way that he hadn’t done something like this similar before. And maybe hundreds of times, especially helicopters
where he’s probably operating just around LA, not doing a ton of cross country to build
that time. He was doing lots of repetitions of just flying
over highways, flying in low weather. What I do as an instructor, okay? Because all comes down to like the individual,
it comes down to us and our decision to be safe pilots, is I try to look at accidents
and attitudes as a sense of humility. Again, I come back to the humility word a
lot because here’s this 8,200 hour pilot in the Kobe Bryant incident and I have nowhere
near that amount of hours. That guy is way more experienced than I am. So who am I to back and say he was an idiot,
he did all these things that were terrible and they were wrong. Rather, how could I have gotten myself in
that situation? I assume out-the-gate that I would get myself
in that situation. So then I look back, I look back prior in
the flight and I say, “Okay, assuming that I would have the external pressures to take
the celebrity and drop them off or I felt like I had the experience to do this, where
do I break the chain of events here? Do I land in Burbank?” He had the opportunity to do so. “Where do I stop this? Because, I know that I have the ability to
fly pretty well all the way up until the accident like this guy did. But I know that I am also not invulnerable
and I can do that and I have the potential to do that.” So I have to ask myself, “Where am I going
to stop?” I do have a golden rule, it’s a little bit
of a tangent. I do have a golden rule that I’m always going
to return home safe to my family. And so I’m going to do everything in my power
to mitigate risk apart from just not flying. Okay? Because that’s the best way to mitigate the
risk, but that’s not going to happen. But how do I return home to my family every
time? There are some times where we just need to
give ourselves as pilots… I was talking to Jason about this yesterday,
at lunch. We need to give ourselves as pilots the permission
to throw everything aside, absolutely everything and stop what we’re doing and land safely
and call it good fly another day. That could have happened dozens of times in
this Kobe Bryant incident, in many different incidents I see. I mean, just again and again and again, people
are making mistakes. We need to give ourselves again the permission
to stop what we’re doing. Stop the chain of events, land. There is nothing in the world that is more
important than returning or getting there alive. Okay? There’s nothing more important than that,
unless you just have a death wish, which people don’t have consciously. Okay? So that is my advice on the safety thing. It comes down to the individual. I’m not sure why as a society it’s happening. I’m going to leave that up to the experts
to figure out why psychologically as a whole, there seemed to be more accidents. I think there are a lot of theories there,
but it comes down to you. You can’t just look at other people and say,
“Oh, they’re doing dumb things. Don’t do that.” Assume that you would do those dumb things
too. If I do nothing else in my career but help
people realize that and help them stop those chain of events and save themselves, then
I’ve done a good job. So that’s kind of my soapbox right now. A little bit of passion there, having seen
so many things over this weekend as instructors, with this flight instructor refresher course
plus the recent accidents that have been happening. So gosh guys, just be safe. Just stop the chain of events. Just stop what you’re doing and don’t fly,
you don’t have to fly, no matter what your position is, no matter who you fly for. Okay? If it’s unsafe, you don’t have to do it. Oh, okay. This is interesting. “How do you cope with the school that has
a culture of breaking FAARs? Stay and be the black sheep or leave?” You have a couple of options before that happens. You can go talk to the chief pilot, tell them
what is happening. Okay? Tell them if your instructors, especially
the lower rungs are doing things that are unsafe or whatever it is, go talk to the chief
pilot. If that falls on deaf ears and the FAARs they’re
breaking, I don’t know what they’re breaking, okay? I’m just assuming that you’re telling the
truth and you know what you’re talking about and that they are willfully breaking things,
then yeah, absolutely leave. Okay? I think that is appropriate and you should
do that because it becomes a safety thing. At that point I would even maybe talk to the
FSDO, I would maybe even report them. All right. Be careful with that. I don’t think we want to just start accusing
everyone and being tattletales but when it is appropriate safety-wise, especially for
other people, I think it’s really important to report people, but be careful with that. So I want to leave you with some thoughts
and some places to go. I do offer online ground school here at Angle
of Attack. Just go to angleofattack.com and you can find
that for private instrument. I’ll be creating some for other licenses later. I do have Checkride ACE, which is a checkride
preparation program. You can find that out, find that at angleofattack.com
or checkrideace.com. Really proud of that program. That’s fairly new and it prepares you for
the checkride in that last week or so. You can also check out The AviatorCast Podcast. All right. I share one every single week. It’s a new and interesting topic. I’m going to be doing more interviews soon
and I also put these Motivation Mondays on there now, so you can check out AviatorCast,
subscribe wherever you are, iTunes, Spotify, wherever and just be part of the community. Okay? I’m really active on Instagram and if you
guys ever need anything, please reach out. That helps me learn and grow and I really
wish you the best luck in your training. I hope that I see you here in the next week,
involved in aviation on social media. So keep up the good work, be safe and throttle
on.

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  1. 36:34 I was up 4 hours before my checkride, and my oral lasted 4.5 hours. I failed it because I made a fatigue induced mistake during the flight portion. Re-trained and passed it later, but it's a process that makes no sense. Now I recommend to my friends to consciously re-run IMSAFE before getting in the plane after the oral again.

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