How I Became a LICENSED Pilot in 24 Days (How much it Cost to be a Pilot & PPL Checkride Prep].

boom I just became a pilot in

24 days hey everyone me Kevin here if

you want to learn what it takes to

become a pilot in 24 days watch this

video because I'm going to break

everything down for you I'm going to

break down what it takes to become a

pilot I'll talk about how to save you

money dos and don'ts tips and tricks

recommendations gear you should have

we'll talk check Ride written test check

ride prep like how did my check ride go

we're going to talk about all of it in

this video this is going to be a very

thorough breakdown of how to go from

zero to Pilot in 24 days including yes

how much money it sent me back we'll

cover that and where I could have saved

money and make it even cheaper we'll

break it all down just a full disclaimer

I took my original introductory flight I

want to be very clear about this timing

okay I took my introductory flight on

November 18th that was sort of a

discovery flight like hey this is cool

right and then I'm like yeah this is

kind of cool and I'm a person who's

afraid of heights I just needed to

challenge myself because I've always

told myself that nah I'm not the type of

person who should or could be a pilot

but then I really realized I'm 32 I

realized that that was more of a me

problem than an aviation problem so I

started about a year maybe six months

ago starting to change a lot of things

in my life where you know for example I

quit drinking alcohol that doesn't mean

you have to quit drinking alcohol but

started using checklists more around my

life and I really started getting a lot

more organized and I realized hey this

is a pretty good way to live living like

a pilot it's much more organized but the

last 24 to 35 days have been quite the

grind anyway uh my first uh Discovery

flight was on um November 18th and I did

take about 4 to 5 hours of miscellaneous

Flight Training out here in Camaro

California but they didn't really get

serious until November 30th that's when

I said I'm taking two weeks I'm booking

a hotel in Henderson Nevada right

outside of Vegas didn't get to go

downtown Vegas once or to the casinos on

the Strip not a single time no bions and

no bagio for me had a little residence

in over by the Henderson Airport and I

just went grinding

uh until I was check ride ready once I

was check ride ready went home for a bit

waited for that check ride scheduling to

pop up and boom I came out and grinded

for another 3 days for check ride prep

and took my check ride so if you take

from when I really got serious uh on

November 30th yeah November 30th I ended

up getting my license on December 23rd

that's 24 days from my Discovery flight

and kind of putting around and not

really being serious it was 35 days but

I got 95% of my

hours in 24 days so just worth

clarifying I always want to be very

clear when I when I talk about days and

that so uh with that said once I got

serious I really the first thing I had

to do was understand what does it mean

to be licensed and what are the

different levels of Licensing and what

is the order that people go in to get

licensed because I originally didn't

really understand the order and then

once I did everything made a little bit

more sense to me especially since a lot

of people end up wanting to get a career

in the Airlines and they're like oh my

gosh you know for me to get a career in

the airlines I'm going to need somewhere

between 1,000 to 1,400 flight hours to

get a career in the airlines there's no

way you could afford all of those hours

unless you're like a multi-millionaire

it's crazy flying is very expensive so

here's the order in which people usually

do it number one everybody starts with

their private pilot license usually

fixed wi you could start with

helicopters if you want but usually

fixed Wing people say the career

opportunities are a lot better and fixed

although helicopters are pretty cool and

I have 1.1 flight hours in a helicopter

love it one day but anyway fixed Wing

you're going to start with your private

pilot license this gives you the license

to a learn B carry passengers and C fly

in visual condition during the day or

the night which basically just means

you're staying out of the weather and

out of the clouds very important most of

the accidents happen when people with

their private pilot license end up in

the clouds inadvertently oopsies it's

not good I kind of think everybody

should have their instrument rating

anyway the first license technically

only requires 40 hours of flight time

now I personally think look can you do

it in 40 hours yes most people are

probably going to be between 6 and 80

hours I went for 100 hours and the

reason I did that is I wanted Landing

practice a lot of Landing practice think

about this the FAA requires that you do

three Landings at night with an

instructor that's it what did I do I did

89 that means I almost did 30 times as

many Landings as were required of me

before my FAA check ride you're also not

required to do that many Landings to get

your FAA license for your Private Pilot

I think it's 10 or it's it's certainly

under 10 whatever the requirement is

well I did 210

Landings personally because I think if

you've got a landing it means you've

also got a takeoff in there which means

if you had 300 Landings you probably had

300 takeoffs as well and to me takeoff

and lands are the most important part to

really perfect for safety purpos

purposes after all I've got seven kids

I've got a wife I love my family for me

safety is everything in a top priority

I've got people who rely on me employees

who rely on me businesses that rely on

me and so we got to be exceptionally

safe and so I thought well let's just

grind and hit the patterns over and over

and over again to make sure we're

getting those Landings and takeoffs in

or takeoffs and landings it's probably

the more organized way to put it but

anyway after you have your PPL your

private pilot license you can then move

on to getting your instrument rating

which I highly encourage that takes 40

hours of actual instrument rated flight

time with either a certified instructor

or a safety pilot where you're starting

to learn how to use the instruments to

navigate through the clouds look even as

a Private Pilot you know how to use the

instruments or you should but this is

just when you are literally blind

outside and you're only relying on the

instruments to fly you in a safe manner

personally while the requirement was 40

and I took a 100 for the Private Pilot

for instruments it takes 40 I'll

probably be at like 40 to 50 I will

probably bare minimum those because I I

feel like I've got like the really

critical stuff down I'm not saying

instruments aren't critical I'm just

saying I think it gets easier as you go

up because you're not Rel learning some

of the basics I think of it like

accounting when you first learn dual

entry accounting it's like

oh my gosh this is really really hard

hard hard hard hard once you understand

dual entry accounting every new form of

accounting is like bro it's just the

same it's just a little different like

the difficulty doesn't really go up

anymore maybe with instrument it's

slightly more difficult I don't know

everybody has a different opinion on

this I personally prefer instruments

over visual flying anyway uh in fact in

some of my early lessons people would

like put paper and stuff over my

instruments they're like Kevin you're

learning to be a visual pilot right now

stop just using the

instruments uh but anyway after that you

go on for your uh to your multi-engine

license multi-engine goes pretty fast a

lot of people say you could do it on a

weekend so like you fly somewhere on a

Friday you bang it out over the uh

Saturday Sunday and then you're done for

your multi-engine you're really just

learning about asymmetric thrust uh and

how to deal with basically two different

engines what if one of them fails after

that most people will then go on to

their commercial license which would

allow you to carry passengers for higher

I hear the commercial check ride is all

about smoothness like the private pilot

license is about uh knowledge and really

the basics and and really safety

critical multi-engine and instrument

obviously have their purposes you're

learning instruments you're learning

multi-engine and then commercial is

about smoothness and doing some

performance moves to really uh prove

that you can fly a plane smoothly even

in and out of Maneuvers like shandell's

or whatever uh then you get into doing

your uh flight instructor certifications

first flight instructor certification

CFI lets you teach private Pilots CFI

lets you teach people who are private

pilots who are looking to get their

instrument rating usually then people

will just grind hours so it take about

250 hours before you'll be eligible for

your commercial or your CFI

licenses once you have those you could

finally let other people pay you to fly

so think about that for a moment until

you get your CFI license when you become

an instructor if you want to be an

instructor and eventually go to the

airlines you're paying to get to that

250 hours a lot of people say you should

expect to pay about

$100,000 to get to that point some say

it could be up to 120 some say it could

be done cheaper whatever people take on

debt to become an airline pilot or

they'll apply for the Airlines and the

airlines will say cool we'll you know

sponsor you and you pay for it and we'll

add it back to your salary or whatever

when you get a job out here but you're

still going to be responsible for those

first 250 hours after the 250 hours when

you're an instructor you're logging

flight time but your student is paying

for it so think about it if you go you

know rent a Cessna for $300 an hour with

with fuel and you know oil and then you

get an instructor for 100 bucks an hour

that's that's 400 bucks an hour so at

400 bucks an hour you want to be a

private pilot and you think you can get

it done in 40 hours it's going to cost

you 16 Grand that's already a pretty

good number I'll tell you what I spent

we'll go through all of that in a

moment but that's if you can get it done

in 40 hours if it takes you 80 hours

which is reasonable you should kind of

expect that it's going to cost you

$32,000 and that's not even to include

all the gear that you want to have and

the check right prep and otherwise this

is why once you get to that 250 magic

number and you pass it's really

rewarding for people who want to get

into the career of being a pilot because

other people are now paying for you like

somebody like me is coming to a school

I'm hiring an instructor and all of the

100 hours that I got I paid for somebody

else to sit in the plane with me and

they got to log those 100 hours which is

kind of cool and so you flip at 250

where you get to start getting paid to

fly which is kind of cool but you're

also mostly just sitting there and

teaching so it depends on the students

you have apparently but from what I hear

it can get kind of exhausting because

you're not actually flying you're sort

of like watching and talking uh and then

trying not to have your student kill

you uh anyway something that was

surprising to me when it came time to

learning how to fly was how little time

you're actually flying I remember when I

showed up my first Saturday with Jacob

shout up to to Jacob I showed up like

all right let's go fly and uh

uh he's like have you heard of the far

aim and I'm

like yeah man of course I have and he's

like

yeah in other words we ended up doing

ground first and this is actually what

you should expect you should expect

rather than when you actually really

commit like I want to get my license as

soon as possible rather than you

starting with flying you should expect

to spend 2 to 3 hours per hour of flight

time on the ground now that sounds

miserable but it's just the way it is

because it's not just learning what's in

the regulations the Airman

certifications for your check ride the

uh aeronautical information manual the

aim it's not just about this it's also

about understanding how important it is

to run your checklist for your plane

before before you get up into the air

something I would always tell myself

when I was out wanting to fly I would

always say there's no such thing as an

emergency takeoff unless of course

you're like a paramedic there's really

no such thing as an emergency takeoff

they're really only emergency Landings

so why rush it be safe and remember all

of the learning that you're doing on the

ground is designed to help you for

safety purposes mostly for yourself

because once you get your pilot license

when you're on your own you start

skipping your checklist or you don't

understand what's happening with your

plane you're left holding your own bag

and that bag gets heavy really fast okay

in English basically the things you're

going to be studying are things like

understanding how the engine works

understanding how the mechanics of the

engines work how the mechanics of your

air conditioner work yeah even the AC

because you start getting drowsy because

you're getting poisoned by carbon

monoxide you need to know how that heat

exchanger works when all of a sudden

you're having an alternator failure you

need to understand that battery number

two which is separated from Battery

number one via a diode yes it can back

up your system when everything's working

and only bat one fails but it will keep

your essential bus going when everything

Fails Like Your bat one your alternators

and you've only got bat two left you

want that so at least you could have

your primary flight display going all

that sounds really complicated because

it is like those are the things that you

want to learn though because when you're

up on a check ride and this happened to

me your check ride examiner from the FAA

looks at you and

goes your alternators and bat one just

died what do you got left if you don't

have the answer it's going to look

pretty bad okay and you might fail in

fact the examiner that I had literally

just failed A student two days before me

so the first thing that I heard out of

her mouth was seeing her in the hallway

and and I I heard her and somebody's

like oh that's your check ride on Monday

and it was Saturday uh and I heard her

in the hallway like o that ground was

rough the standards just went up for our

flight uh and and then I'm like oh she's

talking about another student I hear two

hours later the student failed on a

forward

slip we describe all that in just a

moment but anyway expect to spend your

time really perfecting ground it's super

super important we'll talk about tips

and tricks when we get to the check

check ride section but another thing too

is you want to be really good with

inspections yourself you want to

understand that when you're walking

around that plane you're on a mission

you are touching the cter pins you're

touching the bolts you're wobbling that

Wing because look if you're going to

break the plane by wobbling the wing you

don't want to go flying in it anyway

okay like there were a lot of forces on

that Wing So I wobble that Wing I wobble

that elevator I'm going to move the

aerons I'm going to move the elevator

and the rudder I'm going to make sure

that this plane is not going to fall

apart so yes you check the bolts you

check the vortex spinner you check the

pedo tube you make sure there are no

blockages you check your static PES

you'll understand in ground why those

things actually matter like who cares

about this tube that gets hot oh it

could cause Wing fires hm okay why do we

have it again oh it tells us what our

air speed is what happens when a bug

gets in it and the bottom gets blocked

as well what it acts like an altimeter

because it trapped the pressure

huh point is the ground is actually

going to make you respect why you're

inspecting things on the plane as you're

walking around and doing it because I

remember when I first did my Discovery

flight people like yeah yeah make sure

this port is clear and it's like yeah

okay cool man whatever you don't do the

ground you're kind of like

uh okay

once you do the ground you're like yeah

man this better be good you start

respecting it CU you realize what the

failures are anyway uh okay so a lot of

time on the ground we got that out of

the way let's now get into some of the

fun stuff okay let's talk a little bit

about gear I'm a kind of a gear Head so

big fan of this this is going to be a

little bit of a fun section for me uh

mostly because I love gear so first

things first I have a two different

flight bags I have one that I Buckle in

in the back just in case we're doing

some crazy Maneuvers I don't want my

bags going flying everywhere it's kind

of unsafe uh this is just sort of like

the a giant backpack uh and uh it's nice

because it's got a lot of different

compartments and you can kind of add

these little baggies to them which are

nice uh I actually make the red one I

kind of call it like sort of my Med bag

if you will but uh in the front I just

have hand sanitizer and a pan and a

notepad had but in here I usually keep a

Snickers bar and like a lipin iced tea

it's because sometimes I have low blood

sugar and then I feel like passing out

if I don't get some sugar that happens

really rarely and I made sure to eat

every day before flying but if I ever go

a day where I just haven't eaten or I'm

fasting or whatever and then I go work

out sometimes I just feel like passing

out so you don't want that to happen in

Flight uh uh you know what what else I

have in some of these other things I

have um a lot of chargers charging CA

obviously uh really important uh utility

knife or Swiss army knife is really

useful because sometimes things are just

you know like there's a loose screw you

got to tighten again little first aid

kit I don't think is bad to have this is

all pretty straightforward and pretty

basic let's get to a little bit more of

the juicy stuff so one of my favorites

right here this and nobody recommended

this to me and I just want to be clear

this isn't sponsored like the flight

school that I'm going to talk about it's

not sponsored or whatever ever this I

I'll be transparent about everything in

terms of what I'm getting paid to say

anything uh but this right here not

getting paid to talk about this actually

doesn't have that great to reviews on

Amazon I was kind of surprised by that

uh because I really like it uh even

though I already dented it because it

fell uh because I didn't secure it in a

flight and then when I went for a go

around this thing went flying and nicked

up the screen already which I'm kind of

bummed about but now I keep it in a safe

spot note to self don't have loose loose

objects in your cockpit because they

fall down and then hit your throttle or

Worse your mixture it's just a dumb idea

it's a really dumb idea to have loose

objects sitting like on your dash or

whatever in a plane just don't do it a

lot of the things I'm going to tell you

by the way are just things I found the

hard way and so I'd rather you be able

to prevent stupidity but anyway I found

uh that this is really useful to just Al

the pencil uh on the dash which is an

easy place like right by the switches

for the batteries or whatever cuz this

isn't going to do anything and then I

put this kind of right behind the

passenger the front co-pilot seat uh

where I could easily reach it in the

little envelope holders that they have

right behind the chair super useful so

what do I use this for this is all my uh

either AIS or uh my radio stuff so let's

see if we can get a little focus on

there see look at that I'll have uh uh

the airport code I usually put the

elevation of the flight pattern so like

the top one up here uh you'll see 3500

that's the flight pattern elevation for

a you know prop not like a jet that'd be

4,000 the floor the tower ground AIS uh

and then what I really enjoy about this

is it's kind of like a notepad it's not

distracting I don't like distractions in

the cockpit so there are no other apps

that I could be on it the battery lasts

forever it's basically like a notepad uh

and the cool thing about it is it it's

really really really nice and smooth to

write with and then if you want to erase

you just flip the pen here and and then

you erase kind of like a normal uh sort

of pencil if you will so kind of think

that's pretty cool really like this a

lot of people just use pen and paper I

like this a lot because then I get to

kind of keep some stuff and then I write

my updated info right here and then uh

whatever is only relevant to that flight

like hey taxi via this this this once

I'm done with that I'll erase it and

then I still have all my useful codes

and stuff and I don't have to rewrite

all the things that are redundant so I

like this a lot this is the uh Kindle I

don't even know what this is called it's

like the Kindle Paper something I have

no idea you'll find it another

alternative to that is you could just go

old school this is a uh knee pad which

or a leg leg pad thingy which I guess

you could get for one of those as well

might not be a bad idea

uh but this would just be old school

mechanical pencil you put this on your

leg you strap it around it's like a leg

board or knee board they call it and

then you can just write on it I have one

never used it uh don't really like the

idea of it so yeah don't use it okay now

critically important very critically

important an iPad little mini iPad so

for the mini iPad you want this to be

mount Ed what I like to do is get one of

these little iPad mounts you could just

Amazon iPad Mount and it's got a little

clamp on the back and so I take uh like

four paper towels I put that inside the

clamp and then I put this around a spot

I can mount it to in the plane clamp it

down on the paper towel and then put

your iPad in here the reason I use the

paper towel is so that I don't destroy

the plastic inside of the plane don't

ruin the things that you're renting and

if it's your own stuff don't ruin your

own Stu too uh but the iPad is probably

one of the most important things and I

really appreciate the iPad Mini the

reason I like the mini is because you

don't want a giant iPad at the front of

the cockpit it's going to make your life

a whole lot harder to deal with uh and I

have big iPads I've got many big iPads

it's it's not a matter of like having

them or not having them I got the pro

iPads I've got every iPad that exists

but I'm telling you you don't want

bigger than the mini and again the

reason for it is not about money the

mini is

inexpensive it's literally about the

bigger this object is the more of your

glass panels you're potentially

obstructing of your instruments by your

throttle you're obstructing everything

becomes more of an obstruction I don't

like that some people will actually put

their iPad Mini on their legs but I

don't like doing that I want that iPad

Mini closer to my glass glass cockpit

because I use it for traffic I am a nut

when it comes to safety and traffic and

you can't see it right now because I'm

not Bluetooth connected to any kind of

plane but I'll show you a little bit

more about uh this let's do it right

here all right so let's plug this iPad

in and let's see what this puppy looks

like and some of the juice that this

iPad has so I'll keep it in the vertical

display mode just because this is how I

use it uh this iPad is uh running forf

flight if you are an Android person I

highly recommend you use forf flight as

well oh I can actually see some traffic

on here see here's some traffic uh what

I enjoy so much about having this at

closer to glass cockpit level or like

maybe slightly below is what I do is I

keep my glass cockpit oriented in the

direction that I'm flying so think about

that for a moment when you're flying

your display in front of you is to show

you where you're flying and maybe you

have like synthetic Vision to show you

where mountains are Okay cool so this is

how you're flying or you're flying with

the the stick whatever uh then usually

your uh multi-function display your sort

of secondary display usually on that

you'll have a map with the little wheel

where you could zoom out and zoom in on

traffic but it's also the direction that

you're going in cool so I could see the

traffic and the direction I'm going in

fantastic I also uh will put up a little

third Mini window I I'll show you a

picture of that in just a moment where I

put up traffic uh so I do put traffic in

multiple places people think I'm nuts

for doing this I'll explain exactly why

I do it uh and I think when you see it

it'll make sense and this might be one

of the biggest lessons for folks

hopefully I mean look I'm a big fan of

of when I talk and share video ideas or

whatever that people could actually

learn from them that's the point I guess

of yapping right uh but this is just a

quick iPhone picture here this is how I

like to keep my uh primary flight

display so on I was taking a picture of

a cast message here it wasn't a big deal

but anyway on the left this is your

synthetic Vision so obviously it's the

direction that you're going on the right

I like putting the mini traffic map up

but I make it have nothing else on it so

that way if I just at a glance scan my

instruments I can tell if traffic is

there or not

instantly because they show up as a big

white triangle on here and it's so clean

this contrasts mind you uh with that

secondary uh display window which I'll

show you in just a moment that secondary

display is really useful because you

could put a lot of different things on

it but the downside of putting other

things on it is it gets very complicated

to see what information you need and

when you need it fast so here's an ex

example of that this is me flying uh

over Lake

havu and I'll just fast forward to the

portion of how I keep the oh this was

solo this is how I keep my

multi-function display not the best shot

and we still had that little auto fuel

valve issue but I keep my engine

parameters on the left the map with

Terrain in the middle and then more

detailed uh individual exhaust gas

temperatures and cylinder temperatures

on the right so I really keep that busy

with my engine my Terrain and the usual

map that you'll see then there's my

favorite mini map uh and then my my

forward display so that's how I like

setting up my cockpit when I'm flying uh

I think that's kind of important to have

your own preference and then don't let

an instructor tell you that you can't

fly a certain way you know let everybody

give you their tips But ultimately when

you're flying you need to fly and be

comfortable with how you're flying so

some tips there on cockpit setup but

when it comes to foreflight what I do

with the iPad is I actually keep the

iPad vertical but I'll I'll just show it

to you let's actually get it to show up

here in a second I keep the iPad once it

shows up oriented North now this is

weird for some people but the benefit of

orienting it North is that wherever I am

let's say that's me right there right

now when I Orient it North and they just

disappeared uh wherever they are I'll

pick someone the benefit of orienting it

North is if let's say you're trying to

call out hey I'm south of the suula

flood control Basin when you have your

displays in front of you in the

direction you're going it's really

confusing for a moment to directionally

think like wait where am I now sure you

could look at your heading your degrees

but if you're trying to quickly call

something out on the radio or understand

where traffic is relative to you I

personally think it's useful to have at

least one map always oriented North

that's as opposed to like in your car

where your navigation follows you around

quick little thing on that I guess that

wasn't very quick that was a lot of talk

about that this is a sectional you're

going to get quizzed a lot about these

when it comes to your uh your actual

check ride something that I like to do

as well is I use a

checklist uh and I customize the forf

flight checklist but I use my checklist

a little differently than other people

what I like to do is I try to remember

as much of the checklist as possible

then after I personally go through the

checklist I will then sit down usually

just you know in the pilot seat kind of

we're leaning up against the the the

edge of the plane I'll sit there and

I'll take out my actual checklist and

I'll go to let's say my pre-flight

inspection and I will go through each of

these individually what's cool too is

you could press the little speak button

and it'll talk these items to you I

don't have the volume on on this yeah no

I don't have the volume connected to it

right now which is fine you don't need

to hear it but anyway it'll

automatically check them off to you as

you start briefing some of these items

which is really cool uh because then you

could just sort of like you know put

headphones on walk around the plane

again as it's going through the various

different checklist items did I check

the pedo tube heat you know did I check

the stall warning horn did I make sure I

get that did I get that baggage door did

I get the alt static source to make sure

it was clear all of these different

things good to go through memory first

then the checklist after uh but what a

lot of people do is they'll say oh I've

done this so much and they end up only

doing their mental checklist and then

that's how things get forgotten so I

would recommend never only doing your

mental checklist always refer back to

the physical so that way you could check

did I miss anything odds are almost

every single time you'll miss something

if you don't use the physical so this is

super useful for that so not only do I

use it as a traffic tool when I'm flying

I use it as a checklist for before but I

don't use it for anything else uh when

I'm flying when I'm flying I I really

don't want to be distracted with this

you can hook this up via Bluetooth to

your Bose headset which is also really

cool because this can also give you

terrain and traffic warnings just like

your glass cockpit can so like this will

yell at me all the time now entering

Runway 35 left it's kind of cool because

it has more warnings and I'm a big fan

of more warnings and then not needing

them then not having the warnings but

wishing I did so that's nice so uh forf

flight iPad excellent what else is

useful well something else that's really

useful on this is I like PDF expert and

this is a fantastic reference tool for

making sure that as you're studying

you're starting to bookmark and

highlight things that are going to

probably come up on your check

ride PDF expert is a very very good tool

for making sure you have your favorites

organized in a way that you could very

very quickly get to them now I'll give

you a quick heads up on the documents

that you're going to want and you're

going to want these

PDFs because when you have these PDFs

and like I wish I didn't save these PDFs

as late as I did in my training I wish I

save them a lot earlier that would have

saved me a lot of time and confusion and

I'll show you some of the things that

you're going to actually like really

need and need to know and want a

bookmark so let's go ahead and pull up

this iPad so here's my PDF expert I'm

going to add my favorites and star them

which is really important so I have

quick access to them I'm going to want

all of these I'm going to want part one

of the FAA definitions and abbreviations

less important but it comes up part 43

part 61 part 91 save those you'll see

why the FAA pilot handbook people call

it the Pac and then you want the pilot

operating handbook for your plane so why

are these things important well they're

very important because when you have

your plane and you go to your check ride

you're going to get asked where is the

center of gravity limit and you could go

in here and you could actually bookmark

these so for example if I go to engine

fire in Flight what do we have over here

okay uh well this is engine failure in

Flight Best Glide speed well the other

section of this shows us it's 92 so I

hand wrote it in there people like to

see that you've written in these

documents too and highlighted and taken

notes to yourself very useful uh you

know mixture as required fuel pump

switch tanks alt air on whatever

checklist items if I want to go back to

center of gravity boom I'm right here at

my envelope if I want to go to show me

the schematic of the fuel system if the

check ride person says hey where where

are you sumping your fuel from well I

could show you on the schematic because

I have that bookmarked you want to see

the electrical system and you want to

see what that not bat to does boom it's

here like to me these things are very

very useful in terms of hey when I get

asked about them I want to be able to

show quickly where they are uh so then I

could tab over and I can go to uh you

know part 91 this came up on my check

ride for example can you carry somebody

who's drunk you know how like there's a

designated driver for cars well there

should be hopefully well take a look at

this and to rotate PDF expert I'm going

to press start to display this section

to you know these by the way like

actually know some of these numbers

really impressive if you could reference

them in your check ride 9117 alcohol or

drugs no pilot of a civilian aircraft

may allow a person who's been

intoxicated or demonstrates by manner of

physical indications that the individual

is under the influence of alcohol except

a medical patient under proper care to

be carried in the aircraft same is true

by the way for you're not allowed to

even carry marijuana in the plane even

though it might be legal in your state

came up on my check Rod very interesting

and it's clutch if you could pull out

this section and show them that you've

actually highlighted the alcohol section

that they've asked you about they will

love you if you could do that so it's

very important uh obviously uh very

important to uh note uh the the critical

sections of your plane I'll go through

some of those

uh when we go through the uh check ride

prep section but another one that comes

up a lot and this is just a critical one

to have and you want these downloaded

too so they don't have to load when

you're going through them uh you could

press that you know save save for

offline use but anyway this is probably

the most important book in aviation it's

called the pilot Handbook of

Aeronautical Knowledge some people just

call it the pck really good idea if

you're thinking about being a pilot to

actually go through through this and

read it like a textbook it's something

like 500 pages long and but it covers

pretty much everything you could

possibly be tested on how the engine

works how weather Works uh how the

principles of flight work I mean there's

there's a lot in here wind currents how

to memorize certain things the reactions

to uh impairment for hypoxia or medical

conditions or whatever this pck has it

all really great so your iPad's going to

be pretty critical on that okay so uh

that's uh that's a bit on the iPad we

talked about the Kindle talked about

forf flight forf flight has your

sectionals on there uh we talked about

PDF

expert another thing that I like to do

is I like to have a second bag so this

is a little bit more of a go

bag and this one is where I'll put my

wallet in so I put my wallet in here

I'll put it in one of the side pockets

both of these bags by the way are from

this company called wolf pack I think if

you Google Wolfpack Venom you could get

this version uh and I think it's kind of

cool this is the duffel bag that was I

think the 35lb bag but anyway so what do

I keep in here uh I wear prescription

glasses so in the front I keep uh in

each one of these zippers I keep my day

uh sunglasses and then I keep keep my

night glasses which are not sunglasses

right so I've been in a situation where

I'm flying and I'm wearing my sunglasses

and it's turning night and I'm like oh

oh you want to be able to reach back

quickly and and actually have your night

glasses so kind of important just keep

that some more hand sanitizer flashlight

uh is a good thing to have just a little

one obviously you've got your phone too

but it's nice to have a flashlight uh I

like to keep my log book in this one

highly recommend you use the electronic

version which would be on foreflight you

could use that uh to log I put little

tabbies on my log book to make it very

easy for my uh examiner to review my log

book quick tip uh they want a lot of

descriptive information in the notes a

lot of instructors will just go flight

time and then they're licens and sign

off on it because they're tired and want

to go home add details even if you have

to add the details yourself very

important big problem that came up in

mind as well is the examin did not like

that we would log cross country time but

I'm doing pattern work at an airport

that's like an hour away so technically

it was cross country but I was doing

pattern work over there so it was cross

country to there and then pattern work

there and I shouldn't be counting the

time there as pattern work or as as

Cross Country Time everybody like some

people are like Ah that's an eye roller

other people are like uh I guess it kind

of makes sense like cross country should

be like you actually flying uh and and

navigating

so what else do I keep in here nuts big

fan of nuts so I keep uh I keep some

snacks in here I recommend a nice backup

battery this one I think is kind of cool

not so much because of the solar but

because it comes with cables built in

which is kind of cool you can just find

this on Amazon just type into Amazon

backup battery uh USB backup battery or

whatever this also has a flashlight in

the front which is pretty cool um a

little you know place on charger or

whatever they call it it's probably not

called a placeon charger but uh you

could charge your watch with that or

your phone just by plopping it on there

which is cool so yeah I don't even I

should probably learn how to actually

turn these things on uh oh there's a

power button on the side well that's

probably that but um anyway if you buy

one of these learn how to turn the

flashlight on because I have a

flashlight I never really even oh there

you just hold the power button that's

actually not bad you know for a little

USB charger but it looks like a taser

that's pretty cool actually I'll take it

all right uh of course then you also

want cables USBC to C very useful if

your plane has those sort of chargers

check what your plane has or what you're

renting in or whatever so you can keep

your iPad charged your phone charged

whatever you need to another thing that

I really like suction cups I'll tell you

I got a GoPro for flying and I don't

really like the GoPro inside the cockpit

for flying it might be good for or

better for audio because I still haven't

gotten the audio adapter for the camera

that I do use but for when it comes to

videotaping like actually filming I

prefer one of these

sc02 suction cups they're really good

they suck on really nicely ideally get

some kind of swivel head here so you can

adjust the angle of your camera I have a

different one with a swivel head so

maybe this isn't the best example but

you could get a little swivel head for

these but you've got a lot of different

screw ports on this so it gives you a

lot of flexibility in terms of where to

place a camera but the camera that I

like to place on these suction cups

which are great plop it in get the air

out it's wonderful I like to use the

insta 360 camera now this is where I do

have an Affiliated link uh you don't

have to use it but I

recommend they sometimes give hoop which

is worth at least comparing the price uh

it's um metkevin.com

360 so me t k v i n.com 360 metkevin.com

360 this is the insta 360 X4 this thing

is really really cool because what I do

with this is uh I just plop this in I

just like it's screwed into the selfie

stick uh or monopod if you will I could

screw it into this suction so it just

sort of hangs from the front of the

glass like this in the cockpit I make

the front face that way and the other

front face

me and uh I don't have to worry about

trying to pick hey which you know angle

do I want people to see I don't have to

worry about that uh because it's

literally just filming everything so

it's great because that makes my life

easy and then I don't have to stress

about oh is the angle right on my uh on

my GoPro so I tried the GoPro first and

then I kept finding that and I found

that to be really annoying uh also

anything you could do to minimize your

distractions in Flight really good idea

so like setting a 360 camera is great

for this because you're not getting

distracted by multiple different GoPros

running out of battery or whatever else

so this is for example what it looks

like and I think it's kind of cool I

shared this on my Instagram you could

follow me at mevin on Instagram but uh

this is me Landing uh this is the Santa

Paula airport uh but anyway you see that

like rotation that happened there I

edited that in post on the iPhone app

which I thought was really cool uh

because you know I mean you're you're

basically uh like filming everything and

then you just come adjust it later right

so it's great and you could even mark on

your phone so you know where to come

back to later so for example this is a

takeoff I wrote solo takeoff back from

when I was training this was back you

know 10 days before my check ride or

whatever so this is me doing a solo

takeoff and uh you'll see when when I

rotate the camera for editing purposes

that's all done in post I don't have to

worry about pointing the camera in a

certain direction or whatever because

I've filmed in all directions in this

case which is fantastic uh so this is an

example of uh of of you know a takeoff

big deal here's an example of a land and

you'll see I actually set this l land to

slowly show me as I I come in for land

here so obviously me coming in for a

landing but it was a really buttery

Landing so that's why I say don't mind

me screaming at the end because I'm like

oh the butter I was really excited about

that uh but uh but yeah this was just an

example of a of a stick flight landing

here and then a nice uh buttery smooth

Centerline Landing which was uh which

was very exciting uh especially when

you're earlier and sort of you're flying

and see can see my duffel bag back there

and otherwise oh that's the Cyber truck

okay good so uh all right so that's uh

that's a little bit on gear uh also do

highly recommend that you have a binder

with sectionals this is pretty critical

for your check ride it's not majorly

critical for other phases of flight but

uh what I personally did and I'll show

you a few pictures here is I had this is

uh this is sort of just a larger

five-star binder and I put everything in

a little protective sleeve I had a fstar

paper notepad at the front the reason

you want a paper notebook at the front

too is because if you're on your check

ride uh well like in the pre-art of your

check ride you don't want to be in a

place where it seems like you're doing

everything on a computer or iPad and

they don't know what you're doing

because it's just going to look like

you're looking everything up and even

though technically check rides are open

book I wanted to take notes on just a

regular five-star notebook and then I

had you know my my calculators the E6 BS

or whatever in there as well it's just a

great place to store everything paper

related and you also you really want to

go into your check ride having uh your

student pilot certificate your medical

certificate a copy of your driver's

license everything nice and big printed

out the maintenance logs everything

printed out put into nice protective

sleeves and then labeled it's just not

that hard it's actually if you take the

time kind of fun you know you get these

I got the bigger ones for the binder uh

these little Post-it notes Here Right

the tabs and you get like smaller ones

for your log book great and it just

looks professional it just looks like

you have your stuff put together get

sharp Sharpies don't try to use a pen

just come off sharp tip fine tip

Sharpies they'd write great on these uh

okay so uh

here these paper sectionals by the way

came in clutch for me so I made sure I

had three current sectionals I had LA

and Vegas uh sectionals and then I think

I had the TAC as well uh for Vegas I had

the TAC and the sectional but these came

in clutch non-expired as well they're

expiring tomorrow but whatever uh what's

really useful here is if you have and

they're going to ask you about this when

they on your check ride they give you a

scenario this is what we're going to

test you on they're going to ask you

about every single symbol that is on the

sectional so you better know this stuff

you better know what does that star mean

what does the C mean what does Adis mean

what does the l72 mean okay all of it

all of it every little item that's on

that sectional they're going to expect

you to know so I personally wish I spent

more time studying the sectional and

less time studying like the weight and

balance that I was trying to put

together for our nav log boy those are a

pain in the butt and they take a lot of

freaking time and they're a pain anyway

okay so that's a bit on gear bags

cameras now let's talk a little bit

about actually flying notice how little

we've talked about actually flying well

flying is really really awesome here is

a picture of what I flew and I want to

explain why I flew this okay well hold

on there is not actually a picture there

for you at the moment stand by I want to

explain why I chose this plane because

then we can get into talking about how

much it cost to fly this vehicle okay

this folks is a Cirrus

SR22 I flown the turbo and I've also

flown the SR20 it's a smaller kind of

five total uh uh per person plane but

these are high performance planes which

they come with pros and cons the biggest

Pro of these Cirrus planes is that they

actually have a parachute and so

remember how I said I was crazy about

safety I was also crazy about making

sure that I was as safe as possible for

the purposes of landing and Cirrus

planes literally have a parachute it's

called the cap system it's the Cirrus

airframe parachute uh system and and uh

yeah there's a rocket that'll break open

the fiber carbon fiber of the back of

the plane by the way don't make the

mistake that I did as like my check ride

examiner hadn't done a lot of serious

check rides most of the time these check

rides are done in Cessnas and and so I

told her I go you know this plane has a

carbon fiber frame that's different from

the aluminum that you might be used to

but it's very similar to the Titan

submersible

don't make that reference on your check

ride it's a really bad idea anyway uh

okay so uh yeah kind of cool you get a

parachute which basically means there's

just a big red handle and then you have

very different there's a rocket that

comes out when you pull the handle and

it just slowly dumps you onto the ground

if need be obviously you don't want to

use this but to me I was sort of looking

at it like hey here's the thing piston

engines have a failure rate of about one

every 3600

hours this is why multi-engine is cool

because you know then then you could

basically take you know what are the

odds okay well 1 divided by 3600 you

have a

0.0027 chance basically of an engine

failure on a single but you know if you

have two engines you basically multiply

those two odds together and uh yeah I

mean there you have a lot more dots to

go basically then okay the odds are a

lot lower of you having an issue uh

because you have two engines now a jet

engine has a failure rate of about 1 in

360,000 which means these piston engines

fail about 100x as often as jet or

turbine engines do so you kind of don't

really want to be in piston single

engine forever yeah ideally want at

least piston multi-

engine though one in 300 uh 3,600 is

still pretty good especially if you

maintain your engine really well and

you're not redlining it or whatever but

me I thought all right we've only got

one engine let's just I don't need a

second license or anything to have a

parachute built into the airframe of the

plane so let's get the airframe

parachute version that did mean I ended

up probably spending about 40 to 50%

more in all of my training but if

anything went poopy doopy I could reach

up supposed to use two hands cuz it

takes about 40 lbs of force and not in a

jerky motion but in a smooth

motion rock it out

parachute and it just drops you down now

you obviously you don't want to pull the

parachute when you're really high up and

there's a fire because then you're just

going to

cook but pretty much anything else if

you're above 600 feet just ye it if

there's a problem it's kind of cool uh

they say above 600 between 600 feet

above the ground and 2,000 feet above

the ground ye it yank it if there's a

problem not worth trying to figure it

out just pull it insurance covers it

great uh if you're above 2,000 you have

time to figure it out so if you have an

engine fire get down to 2,000 or even

600 as quickly as possible probably

2,000 uh if you have uh some form of

other failure just try to get down to

about 2 2 and then ye it uh if uh you

know whatever electrical fire whatever

it is you have this as a backup

obviously nobody wants to deploy it

nobody at the school that I went to has

ever had to deploy it so you know it's

it's a relatively low odd thing now the

school that I chose uh was all they're

called Allin

Aviation uh I don't know what it is with

my iPhone today it doesn't really want

to stay connected but that's okay so I

went to the school called Allin of uh

Aviation and who knows maybe that's

because I decided to go all in oh bad

jokes okay the uh but yeah I mean

obviously I think if if you're going to

get your pilot license in 24 solid

hardcore training days you kind of went

all in

right so I think aptly named all in

aviation I kind of signed like right

there in the middle of it so if you go

to the school you'll get to see my

signature there for passing the PPL

maybe another one if I get into

certification out there which I expect I

will get my instrument there next but

all in aviation shout out to them in

Henderson

Nevada pretty great training the

instructors are awesome the people are

all really nice I personally like uh

using a lot of different instructors

this comes with pros and cons the pro of

using different instructors is you get

different perspectives so I've been with

so many different instructors I'm kind

of like an instructor pardon the French

uh and and uh the benefit of that

to me is a they don't burn out so I

don't really turn off so if I start

grinding on flight lessons at 6:00 a.m.

I know the instructor is going to want

to break by 10:00 so go fly with

somebody else or go home whatever you

want but I'll line up like three or four

instructors a day so I basically get a

fresh instructor every few

hours there is a benefit to having a

primary instructor though because if you

have a primary instructor they're

responsible for making sure they've

covered everything with you and that's

hard to do if you're with so many

different instructors so nobody's really

like filling in the gaps for you so

there's some pros and cons here all

right now let's talk about money how

much does it cost to rent at all in

aviation this is just a price sheet I

Googled from them I want to be very

clear this is not sponsored by all in

aviation I I didn't even tell the folks

that I was definitely going to make a

video people like oh you think you're

ever going to make a video on this I

don't know

so I don't think anybody's expecting a

video or shout out here I'm not getting

paid I didn't get any discounts I'm just

a a normal student I was referred to

them by the person that I bought my

plane from which is actually hanging

right here um I have a real version of

that uh but anyway maybe one day I can

fly it but uh these are sort of the

prices for uh service so if you want to

rent a Cessna you can see with the

consumables it's going to cost you about

$300 an hour at this flight school and

then you have to add an instructor so

you have to add about $111 per hour here

so if you do quick math uh $300 for

Cessna plus 110 per hour is 410 at 100

hours it's about

$41,000 to do 100 hours there oh well

what did I do well I went over here uh

at with uh you know some of the g7s

actually these are the G6

prices I had uh I would generally use

this one Lima Papa Lima papa is great

816 Lima Papa uh but anyway if you're

part of their club or whatever you pay

like a quarterly fee or something this

is cheaper so uh with an

instructor I think my average was about

$520 an hour so it should be pretty

obvious for you how much it cost me to

be a pilot at this point 100 times you

know about $520 an hour yeah it was

$52,000 now I'll show you my actual

statement let me just make sure there's

no like address for me on here but then

you could see kind of my flight training

here so uh here's when I took my

Discovery flight My Discovery flight was

just about an hour so you could see it

was about 566 bucks okay uh then you

could see here uh they sold me some

stuff some books uh the Cirrus approach

training videos and some miscellaneous

stuff probably a lot of profit margin in

here for them that that's fine I respect

the business hustle anyway then you get

a day rate for an instructor you can see

the day rate for an instructor is about

900 bucks uh which means the day rate

triggers at 6 hours so I'm pretty sure

the way this works is if you go for like

12 hours you're only getting charged the

day rate which is kind of cool so

another reason I kind of like the long

days uh and then of course you have your

aircraft rental so you'll have various

different aircraft rentals consumable

fees anyway so if you go all the way to

the bottom here you'll see that I just

got this invoice yesterday banks have

obviously been closed because today's

Christmas and so I haven't paid this yet

but we'll pay this tomorrow uh but

anyway uh if you add together all of

this stuff it comes out to about 52 53

is thousand

that uh that I had to pay to get my

private pilot license and and you could

kind of see all these various different

dates that I got build and the training

days that I had or or whatever else

although I'm not sure they're in order

because you could see they're kind of

there's a little bit of messiness in

terms of how they're listed here uh

especially since I know I had flights

before my check ride on the 22nd and

21st so I actually don't even know if

those have been build yet

yeah I'm just looking at this here 24 oh

maybe they just put those under the 24th

two day rates see I didn't I didn't use

the plane on Christmas Eve so that's

probably what happened here little bit

of cleaning up there at the end to do

fine there's an Uber in here because we

actually had somebody bring me a plane

at one point so I could continue my

training out in

Camaro and uh they brought me a turbo

they flew it out here uh and uh and then

they flew back commercially which is

kind of cool that they'll do that as

well because now if I want to rent one

of those again if I want to pay for it I

could have I could ask somebody to fly

it out here and then I could just take

it from here and do whatever I want

rather than me going to Henderson so I

thought that's kind of cool Okay cool so

uh now we've covered a lot we've covered

ratings prep gear uh we didn't yet cover

jet ratings so and and what I think some

of these different costs are going to be

to get all this stuff

so if Private Pilot cost me 52 I'm

guessing my instrument rating is

probably going to cost about

$25,000 so assuming uh 20,000 for hours

plane and trainer and then five for like

check ride and miscellaneous uh maybe a

little overage or whatever so I'm going

to call that

$25,000 multi-engine two days I'm going

to call it a grand okay uh I'm not going

to go for the commercial or CFI at this

point maybe in the future I will

but uh then I want my jet rating so I

can actually fly a plane like this which

is a Phenom 300 hanging there uh and

that's going to cost about

another it depends where you go 20 to

$35,000 so let's just say 35 to be safe

120,000 it'll cost $120,000 to go from

zero to Jet

Pilot now unless you own a jet you're

not going to be able to go from zero to

Jet Pilot because you'll have to go from

zero to to 50 H you know you'll get to

go pilot instrument multi-engine then

you'll go for uh CFI and Commercial and

then try to get hired somewhere where

you can fly a jet and then usually they

pay to type you so you don't have to pay

for that okay so uh now let's talk a

little bit of uh checklist items so when

you want to become a pilot make sure you

apply for your student certificate and

have your IA aakra information save that

you're going have to log in for your

check ride so let's call this like

testing and check ride prep okay get

your student certificate get your

medical make sure that when you get your

medical certificate your name matches

your driver's license including your

middle name when you make your iacra

profile make sure your name includes

your middle name if it's on your license

like whatever ID you're going to show

them at your check ride that name should

be the same that's on your medical

certificate and uh that is the same as

your your iacra certificate now the

iacra website's a little annoying but

it's it's not that hard so just Google

ICA student

pilot and uh click the

button right here and uh new user guide

read this you know whatever sign up I

don't know there should be a sign up

aspect over here oh here you go yeah

here register log in or register

register and then you could understand

how to apply for the student pilot

certificate you're going to have a

pending certificate number at first my

numbers are all still pending they still

haven't even processed my student pilot

one because it's just been such a short

period of time but that's okay because

now I'm a pilot how do you know

somebody's a pilot they're going to tell

you anyway uh for testing purposes I got

an 88% on my written test I honestly I

slacked on uh like basic mad I slacked

on magnetic deviation changes with

stupid Compass when you're like leaning

in a certain way I hate that thing

because like the seirs planes they don't

even have a magnetic compass it's all

solid state and Chip based these days

but I get it and um and then also like

using the EC 6B calculators pain in the

butt big fan of the electronic one but

uh here I actually I have one uh one sec

let me grab it here these little

thingies and the wind calculator

oh my gosh just please I feel like I

want to just mail this to

somebody uh these little

things pretty annoying I uh I have the

actual like calculator version of these

I've got duplicate versions of these

that's why they're still in this uh you

know you're ultimately just going to end

up using foreflight and like the

electronic apps and stuff like this for

weather oh which is another thing I

should mention quickly you want to make

sure for your check ride that you

actually

call the 1 1800 weather uh brief company

well it's it's like a free service that

you can get uh WX brief I think it is

1800 WX brief but anyway actually call

them and I did that but not only did I

do that I actually called the number

which is right there on screen 800 oh

gosh this C I don't know if it's the

cable there we go 1800 992 74 33 but

then I wrote down in a notepad

everything that they actually yeah the

cable's Dead everything that they said

wins a law nms or whatever and then I

signed and dated it just so they knew

like yeah I actually called them and I

spoke with Kim at WX brief like I wrote

it all down just to make it so obvious I

actually think the service is really

good so if you ever get a flight plan

use that service it's it's free and you

may as well like free hey come on Price

is Right but the other thing that I like

to do is I have a few different

checklist items that I go through when I

check the weather and the apps WX brief

is just call them Aku weather is really

nice for just doing a really quick check

to see what's going on uh then you could

use the service this one's a little

harder to use this so I don't love it

that much this is the uh Noah website

current conditions website

the aeronautical weather center I think

it's called or Aviation Weather Center I

don't love this one it's a little bit

more complicated to me so this is why I

call I well first I'm going to use Aku

weather and just see cuz like if a

regular weather app tells me it's bad

it's probably bad uh then I'll just call

here's my flight plan what can you tell

me about it because sitting there and

trying to read all of the nms come on

man like nobody's actually going to do

that I even told the person this on my

check ride shout out Lauren Scott you

know she she's very reasonable and

respectable and I think she takes her

job very very seriously and honestly

that's what I'd want you know I hope all

check right examiners take their job as

seriously as she does because you don't

want Knuckleheads flying around so good

for her shout out Lauren Scotch good

person great heart

too um so I don't love this I don't love

reading nms I don't love reading Mears

and all this stuff some of this stuff is

so hard to read and even though you can

decipher it you're just going to get

lazy and not do it so how do I try to

prevent that number one ACU weather ACU

weather looks good number two call WX

brief like while you're going to the

airport just dial the number it's not

that hard and they'll tell you about all

the new stuff that you need to know and

it's totally for free another one that I

like to use a lot is I love the windy

app the windy app is dope because I

could zoom in over here and I could go

to uh Vegas like let's say I want to go

to Vegas all right I'm going to go fly

into Henderson I could take this little

Crosshair and then I could also get my

forecast so I want to see what's the

weather like tomorrow at 2 p.m. uh there

I'll go at 2 p.m. well it looks like

it's about three knots of wind okay cool

that's not bad what about what height so

I want altitude let's go up say I want

to fly to Kingman so I'm going to go to

10,000 all right uh it's a little

windier up here at 10 ,000 I've got

about 18 knots of wind right so like

this app and it shows me the direction

really clutch like do I really want to

go to Tahachapi right now we at 10,000

ft they have 40 knot wins nope so being

able to show an examiner this that you

have found your own way to understand

and read weather uh and like you have

your own flow is really good in my

opinion like I don't even know where

this is but 76 knots of win 79 knots of

wind out here what is this over the

ocean probably so anyway that's a good

tool so windy.com

uh you could use flight radar this will

show you weather as well as uh traffic

that's out there I've rarely use this uh

for actually traffic purposes but it is

nice to see the radar so that's not a

bad tool it's worth paying the

subscription for some of these aviation

weather is is kind of like flight radar

so it feels a little duplicated but it

does also put some of the airs and

sigmets and stuff up for you see

convective sigment none so this is a

nice way to sort of break this down this

these would be for you know

thunderstorms or hurricanes or whatever

uh and I think they're also going to

give you what do we got here uh Big Horn

mear breakdowns fine what uh what's

another one over here what's this blue

over here ice airet moderate right and

then uh it looks like you've got uh some

dates here

uh some times at what level you have to

worry about

ice fine not bad so those are some of

the cool weather wraps Okay cool so we

talked weather we talked about

instructors uh checklist complacency oh

there's a bell curve of accidents uh the

most accidents in aviation don't seem to

happen when people have low hours they

actually seem to happen somewhere

between I think it if I remember

correctly off the top of my head it's

like 400 to 800 hours so like lowlevel

higher level of accidents than like

really seasoned Pilots so if you have

really seasoned pilots in terms of

accidents here then new pilots probably

have accidents here but between these

levels it's not like a line that goes

down it's actually like this bell curve

and then down because in the middle

there that's when people get complacent

and they stop doing their checklist so

they get licensed they stop doing their

checklist they stop checking the weather

and they start doing knuckles head

things cuz they feel like they've got

this new power and then they get screwed

and they have an accident whereas the

pros they make it to those hours because

they're not stupid as they like to say

there are old pilots there are bold

Pilots but there are no old bold

Pilots let that one sink in all right uh

I want to also shout out uh pilot

debrief not that he needs a shout out

from me that guy kills it and I love his

channel I watch like all of his videos

but I just want to shout him out because

I think if it weren't for his videos I

would have never gotten into aviation in

the first place she just like I started

watching his videos I'm like man this is

why these accidents are happening people

are just doing stupid things it really

made me respect like gosh if you follow

the rules and checklists Aviation is

actually pretty dang safe like you just

have to do knucklehead things to get the

holes in the Swiss cheese to line up as

they said and as he says

I mean knock on wood you know you you

don't want to be that person who all of

a sudden has your plane fall apart

midair and it's like bro I did nothing

wrong but I guess then that's just odds

so anyway uh pilot debrief definitely

shout out to him you know when I was I'd

be outside and I'd see like a prop plane

fly by and like man wish I was

flying there's also another saying it is

always good to be on the ground wishing

you were flying than to be flying you

wishing you were on the ground

yeah all right who's ready for check

ride wow we've been going for a while

already that's all

right all right uh let's talk check ride

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get to see what I do all right so now

let's do check ride notes so I've got a

lot of these so first my check took

about 90 minutes to literally just get

my log book cleared that's because we

had those CrossCountry hours that I

talked about earlier logged as cross

country even though we were doing

pattern work a lot of the time she

didn't love that now I had enough hours

fortunately fact that I had 100 hours is

useful and the fact that I had 300

Landings is very useful so I had enough

to meet all of the qualifications but

there were some issues especially since

I did some night solos and I didn't have

a night Endor M because I just I got a

day endorsement and then I just stayed

out for a long

time so we had to do some fixing but all

of that took like 90 minutes then we

spent about 30 minutes with my CFI uh

just reviewing maintenance logs

fortunately the plane that I'm flying or

was renting Lima Papa was pretty much

brand new uh it had 75 hours on it and I

think I put on about 60 of

those uh that plane by the way Lima

popup it kind of is a perfect

opportunity to just quick mentioned what

they do at all in aviation all in

aviation will sell people a plane and

then say look if you buy a

cirrus you can leave it at our facility

we'll manage the plane for you we'll do

the maintenance on the plane for you and

we'll include it in our rental Fleet so

if you want to rent it you could

potentially earn passive income as other

people rent your plane which is really

cool and I don't want to do it though

because the depreciation a in my opinion

is a little too high on Cirrus planes

new Cirrus planes I think you're better

off probably getting a fewy old used one

and oh I already got a bird so I don't

need another bird I'm trying to get away

from single engine as soon as possible

honestly now if Cirrus made a

multi-engine that'd be cool but I want

to get away from single engine now they

do have a vision jet which is

cool but mine's

faster anyway de side so uh so 90

minutes just doing vog book and like I

Acro application make sure you read the

FAA like Bill of Rights and privacy

statement so you don't have to sit there

and read it like you don't want her to

be like here read this statement and

then you're just going to be like yeah I

read the Privacy statement yet like you

actually be like oh I've already read it

in fact I printed it out and I

highlighted it it's just going to save

you time Bill of Rights privacy

statement make sure that's

done okay uh then uh your check ride

look

after you get through the iaka stuff the

log book stuff and the maintenance log

stuff you're going to get drilled for

hours on ground knowledge I'm going to

talk about the ground knowledge but I

want to switch it up just because we've

been talking so much about non-flying

stuff I want to talk about flying for a

little bit so I'm going to talk about

flying

first safety is the most important thing

we've already talked a lot about traffic

and flying and all of that when you

start learning how to fly one of the

most important things is that you

understand the traffic pattern but also

clearing your traffic pattern so let's

say you're flying and you're coming up

to your airport you always and you'll

understand this once you start flying

you always enter the downwind on the 45

500 ft above your traffic pattern

altitude until you get into traffic

pattern and then you're coming down at

your traffic pattern but the most

important thing is that you don't just

blindly do your pattern before any time

you enter the pattern at that 45 or you

move your aerons you need to be

looking out of the window because in

traffic patterns there are people that

will use them and they don't have

transponders and Radar Service isn't

helping your transponder or or your you

know uh glass cockpit if you have one

show where your traffic is so it's

really scary yes there are actually

people who can legally fly planes

without transponders blows my mind

you're not going to get into like big

airports but you're not going to be

practicing around the big airports

you're going to be practicing around the

small airports you know the class E the

class D's

whatever or the class good luck airspace

as we like to say oh remember your

airspace differences or uh distances by

the way like the you know uh 2,000 ft of

Separation 1,000 all that the 152 the

3152 right clear clouds memorize those

triangles you will get drilled about

them

but know your patterns but don't just

know your patterns make sure you clear

before every maneuver before anything

you do as you're flying you should be

looking and it should be obvious that

you're looking if you want to add some

obviousness just say clear left clear

straight clear right then make your

turns of maneuvers you should be sending

signals to the FAA that you are a safe

pilot even when you're taxiing clear

left clear right and then you taxi

control for your crosswind as well they

will look for this if you have a

quartering Tailwind as you're going

essentially downwind on the taxi way

right you're you're on the taxi way

you've got the wind blowing behind you

so you could turn and take off into the

upwind make sure you're putting that

nose down and you're correcting your

aerons as required based on where the

wind is look at the wind sock use the

wind sock to help you I I rarely used

the wind sock when I was starting and I

wish I used it more because I think it

would have helped me because when you're

coming in for a landing and and you're

just reacting to the wind and you're not

looking at the sock so you can

anticipate where the wind is coming from

when you get pushed side to side you're

going around more often than you think

because you're like dang you know I

thought I had a stable approach then it

got unstable go around don't try to save

a landing that's another big one like

people get impatient and they're like

man I I just want to get this Landing in

they try to save a landing then you have

a hard Landing an off-center Landing

that's where mistakes happen just just

don't take a bad landing a bad setup if

the pattern is bad if your final is bad

your Landing is going to suck don't do

it now I did my uh forward slip to land

as my first landing which I was freaking

out when I was with my FAA examiner

because they just stress you out because

you want to pass so badly that your

nerves are like 10 out of 10 and you're

stressed you're sweating you've got the

clammy hands everything anyway the

forward slip is is really cool because

you're you're coming in sort of like a

normal approach into your land and they

go I want you to forward slip to land

the student before me failed on this

maneuver uh and uh this is really where

you're throwing your yaw in One

Direction uh and you're throwing your

aerons and and you're kind of you're

coming in like sideways you're pulling

the power and you're trying to lose

altitude and trying to float down so

you're purposely starting that pattern

high so you could slip into land and my

uh DPE let me recover whenever I wanted

to which was great so I did my slip I

showed her I knew how to enter a slip

how to hold it stably lost the altitude

I needed to lose I kept my Center on

that Runway and then I slowly let go of

that Rudder you don't want to eat it

back because then it'll wobble right and

that's bad that's unstable slowly

recover comeing for that Landing when I

came in for that

landing and landed it

uh Lauren said wow very nice Kevin on my

forward slip to land at the gene airport

that was probably my most satisfying

moment ever especially since that was

like my 300th Landing ever and landings

are hard uh your first 50 are going to

suck your next 100 are going to be like

well we

landed and uh then it just slowly gets

better and you get more consistent with

getting buttery Landings which is really

important some tips for landing

the biggest thing probably for me is I

wouldn't remove the at early stages I

wouldn't remove my power soon enough it

just feels really weird to pull an

engine to idle as you're going towards

the ground but as soon as you get over

those numbers you want that power gone

and then you're just you're you're

waiting to get to your aiming Mark your

flare or you're you're turning out

essentially and then you get your flare

in and you're trying to hit where you're

flaring and it's okay to float for a

little and that's something that I don't

think I realized when I was first trying

to learn how to land as well is I'd come

in for a landing and then I'd go okay

pull power okay rotate float and you try

to do everything at the same time but

then you still have too much energy and

then you just balloon up and you try to

take off again you know and then that's

where people will like remove back stick

which will then automatically leave the

plane pointing back down you hit the

ground and you porus which always go

around on crap like that like that stuff

gets you killed so don't do that uh go

again if it's unstable go around hard

Landing if you need to and you think

you're going to bounce lot go around go

arounds I found are actually really fun

because if you hit the ground and you

bounce up and you're like nah F this it

was sort of like you're you feel like a

Jet Pilot really like like an F-16 pilot

you hit the ground you get launched up

like you get slingshot on a ship and you

Full Throttle it's it's awesome it's a

great feeling I actually really like

it uh but um one of the biggest mind set

shifts that I had was I don't need to

hit the numbers at the beginning of the

runway like the numbers are just where

I'm taking my power out my aiming point

should be about 1,000 ft down the runway

where the aiming bars are or you know

about the beginning of five of the white

lines cuz each white line is 120 ft and

there's an 80ft Gap in between boom

5,000

so you aim at a th you take your power

out at the numbers now you're rounding

out just float for a bit in ground

effect ground effect is sort of that

cushion that balloon that you have

between the ground and where your plane

is says as you get down think about

compressing that air onto the ground and

it actually floats you a little bit when

you're in that effect be patient cuz if

you're in that effect and you start

flaring and pulling that nose up you're

just going to take off again and and

then it's like no that's not what you

want you're trying to land

so power out rounding

out chill chill until you get to a th

flare flare flare as you start sinking

boom butter great way to do it I had a

butter on my forward slip to land and I

had butter on my soft field Landing in

fact I gave her a wheelie which is

awesome soft field is really you're

using more of your Runway same thing

you're using more of your Runway except

you're you're purposefully trying to tip

those back wheels on the tarmac and then

hold hold hold that wheelie up uh so

that way you're not sinking your front

wheel into the dirt in front of you soft

Field

Land uh the hardest for me was probably

and even in practice the hardest thing

for me was probably the short field

takeoff uh sorry short Field Land short

field takeoff is easy short field

takeoff full breaks don't give up an

inch use the whole Runway Full Throttle

rotate hold VX Max angle of climb to get

most heght possible to dodge an obstacle

once they call clear obstacle which they

did for me make sure you go VY very

important you go v y for your climb

after that that's uh that's your best

rate of

climb uh that was pretty straightforward

for the soft field takeoff just don't

hit the brakes just roll out after you

get your taxi clearance don't hit the

brakes hold back stick the whole way

back stick back stick back stick turn

onto the tarmac slowly put the throttle

in don't ye the throttle in you know

take like five six seconds to put the

throttle

in right okay uh and then when you start

getting that wheelie you're going to

fight that wheelie uh so you you pull

that back stick the wheels going to

start coming up like you're taking off

too early fight the wheelie by giving up

some of the back stick at some point

you're going to lose that fight your

back picks up and then it's really fun

because when you lose that fight of that

wheelie and you end up taking off you

pitch the nose back down towards the

runway and you pitch pitch pitch pitch

pitch it feels like you're doing this

and then at the end you come up if you

pull it up fast it's actually really fun

just don't do that on your check ride

soft Fields were pretty easy short Field

Land is the hardest because you're like

I'm going to land with my wheels at that

point and uh on your check ride you just

have to hit that point like if you land

before that point uh you lose if you

land after that point you only have I

believe it's 100 feet in the ACs that's

not a lot of of mistake room that you

have so like you kind of just you might

just have to dunk it if you came in with

a little too much energy or go around

and do it again I kind of dunked it

because I'm like I'm not doing this

again so I put it down uh I put her down

with a little bit of a bump but uh

honestly the the butter lands that I had

made up for that totally uh she did ask

me afterwards do you know why we had a

little bit of a bump uh and I go I came

in with too much energy she's like yep

exactly so she just wanted to see that I

was aware of what happened I passed was

within standards but uh you know it

wasn't the smoothest short field which

is to be expected the short fields are

usually a little bit of a harder land

anyway uh that said uh I was also really

a little surprised because I had the

perfect short field land setup I was so

stable on approach I was the perfect

altitude everything was perfect and then

she goes coyote on the runway oh this is

the go

around cuz they have to test you on a go

around and my second short Field Land I

wasn't ready for that uh uh like to to

do another short Field Land and it was

getting late and I don't know what but

my pattern wasn't great uh or not my

pattern my Approach wasn't as

stable I should have gone around I came

in too high I should have gone around

and I wouldn't have had that float but

because I came in high I pitched more

that's why I came in too fast and that's

why I floated uh again all within

standards little adjustments but looking

back I wish I initiated to go around on

that second one because it just would

have been more

perfect uh another thing that I wasn't

as prepared for for my check ride flying

was

surprisingly I had very little

instruction on the uh standard rate

turns uh versus you know double standard

rate turns or whatever uh you know 3°

per minut minute or or sorry um 3° per

second this is important for like if you

accidentally get into an IMC inter

meteorological condition like you fly

into a cloud you want a standard rate

turn you don't want to like Yeet it out

of there you want a standard rate turn

out of there so everything's nice and

controlled because now you're blind and

you don't know how to fly uh in clouds

supposedly so you standard rate turn out

180 to get out okay well I wasn't super

familiar with standard rate turns and

she's like oh yeah you you know cuz I I

immediately banked to 20 degrees. and

she's like Kevin 15 degrees and I'm like

oh I didn't know that and she's like

really anyway

oopsies so um I honestly didn't know

that and it's probably one of the

downsides of having too many instructors

because like nobody filled that in it's

probably more my fault I mean ultimately

it's all my fault but it was fine so uh

then uh what what did we do we did uh

turnaround to

point uh I my failure was describe

electrical failures uh in the air

describe what happens in wing tip fire a

bat everything fails but bat two uh

describe how what you would do if there

was a carbon monoxide situation on the

plane right now uh you know cold air

vents fresh air blah blah blah uh now we

have an engine fire okay you do your

emergency descent and then she goes okay

Fire's out this I had not practiced for

nobody drilled me on this again I'm not

blaming anybody I'm just saying like

they're going to do this to you

combining the emergencies I was confused

by because I'd been so used to okay if

we have an engine failure ABCDE okay

Best Glide uh best place to land uh

checklist declare an emergency elt easy

okay engine fire oh kill mixture

simulate killing the mixture kill power

emergency desent and you know you do

your spiraling desent but I never put

them together so when she's like fires

out she wanted me to transition into oh

okay the fire's out now you're going to

go to 93 knots Best Glide as opposed to

diving at 140 knots or you know I didn't

want to go to v& uh but you know it

could have actually been like 170

180 uh anyway so that was a little

confusing uh because I had never

practiced it before but she's totally

right like that is a realistic scenario

that the fire your engine's on fire and

then you emergency descent but then the

fire goes out and you want more time to

get to like a road or a Runway

okay all right well things to know for

future folks taking check rides I guess

uh obviously you do steep turns left

steep turns right you want to be able to

communicate on the radio you want to be

really proficient on the radio uh make

sure you call you don't have to call

your crosswind uh I'm sorry you don't

have to call your upwind but make sure

you call your cross downwind base final

some people say you don't actually have

to call cross either downwind base final

very important call

and make sure you do your clearing turns

make sure you do your clearing looking

every time and also like communicate on

the radio if there's traffic I'd see

traffic coming towards us and the

instructor's like okay now tell me about

a wing tip fire or not instructor The

Examiner and I would say hold on a

second there's traffic I need to address

uh and I'd get on and I'd say you know

816 Sirus 816 Le M Papa 4 miles south of

a Boulder City Field and then I'd look

down and i' go

88 whiskey I got you in sight what are

your intentions uh will bank right a

little bit right you're supposed to turn

right they were kind of coming right us

now they were four miles away from me

but I still saw them at the same

altitude coming towards and you know if

they're a jet four miles is already a

problem but they weren't they were like

a seso 90 so and this makes sense

because we're close to an Airfield and

where people are maneuvering and stuff

Jets aren't this low anyway and uh

they're like oh we're just you know

we're going to turn right we're going to

go to the ridge we'll be no factor and

I'm like okay cool and then I look and I

verify that they're going that way and

I'm going this way and we're happy now

obviously that's very important but your

examiner also wants to go home so there

is a little bit of this Duality where

you could spend too much time worrying

about traffic that's a non issue and

then potentially piss them off just a

heads up there's a tough balance there

uh okay so uh we talked about The

Landings uh talked about 45s engine fire

electrical issues carbon monoxide fogles

oh really important when they put you

into unusual attitudes really important

that like the first thing that I want to

do in these high performance planes you

have to get a special endorsement for

these CU they're over 300 horsepower the

serious ones which is fine they'll give

it to you if you want to rent them but

really important that when you get your

unusual attitude realize you're not

going to be so close to the ground that

you have to freak out and react

instantly I like my unusual they'll

pretty much I'll do this for you one of

them you're going to be like nose High

leaning to the right and there's a

debate over this one because this could

really get you in a potential stall

situation the correct answer when you

are in a nose High position and losing

speed is add power everything on these

unusual attitudes is they want to see a

power movement first add power level and

then uh after you have leveled down to

to uh lower the nose you're leveling out

the winds and then you're recovering

boom flaps whatever uh for me when I was

nose up uh I added like 5% power and I

leveled so quickly because it just

wasn't that extreme so but she wanted to

see more uh so I don't know if it's just

because it's higher performance plane or

what but I also this is where there's a

debate you know some people are like H

if like your nose High and it looks like

you're about to stall if you add power

you could get into a power on stall

situation but people counter that and

they say but your next move is pitching

down anyway which is how you're going to

recover from a power on stall anyway so

it doesn't matter so much which I guess

before I get to the nose down attitude

I'll just quickly say we did full breaks

on the Stalls so quick thing for stalls

you need to make sure that you get into

slow slow flight and for slowlight

maneuvers you need to get you know you

pull your power flaps 50 okay now you're

slowly sinking sinking sinking you're

holding your altitude you're sinking

sinking flaps 100 okay sinking sinking

sinking a little bit of balloon maybe

and you want to get all the way down to

stall stall Okay add power here so you

come back up you want to be working your

slow flight about 10 uh 10 knots above

your stall speed so if your stall

warning was 64 you want to do these

maneuvers at 74 okay then you go into

slowlight well you're in slowlight you

go into your power off stall which is

basically I call it a landing stall

power off okay coming into land we're

going nose up nose up nose up and we're

basically just trying to hold our

altitude but we're getting so slow we're

at 64 then you have to kind of keep

fighting fighting fighting they want a

full break so my full break took us like

70° down we went straight down for for

the full break and and uh yep no problem

stall recovery pitch power and then

obviously recover uh and then do your

cleanup only do your clean up on the

flaps by the way when you get that

positive rate of climb on your vssi very

important I'll test you on that power

On's pretty easy as well the break

usually isn't that bad you're just sort

of going back to the uh uh straight

level altitude that's your takeoff stall

anyway but they want to see that power

reaction the same thing is true when

you're pointing at the ground and this

one's even more important for power

you're pointing at the ground you look

up and they're like your controls and

you're like my controls and you just see

the ground and you're

banked very first thing they want you to

do like just take a pause you're not

going to hit the ground yet take a pause

power

back then pull that level up very very

important that you hit that power first

now for me what I did is when I had the

pitch

up uh attitude I I looked I'm like this

isn't that bad and I just reaction I

pulled the power back about 15% and I'm

just

like and we were straight and level and

everything was perfect together and

she's

like okay I would have liked to see some

more full power back there I saw you

move the power back a bit but supposed

to be more and I'm like sorry she's like

okay and then the next one I thought we

were going to be you know looking at the

floor basically going you know like 150

knots or something like diving towards

the floor and I look up and it's it's

pitched down attitude and I look at the

speed at the same glance and it's 114

I'm like this is not

fast level out and I put may I took

maybe 5% power back and she's like you

did it again you didn't take full power

back I'm like we were going

114 and she's like yeah I guess I could

have made it

faster so like point is they're testing

you on the procedures but they're also

wanting to balance safety right they

don't want you to look up and you're

like v& you know 180 or something like

that so I get it uh so if I had to do it

again I would know right all right so uh

let's see here that was

good uh okay we talked about this talked

about uh the power the break uh winds

are calm but fortunately for me but I

still told her

uh you know uh what's it called I still

told her what I would do if there were

busy winds or a lot of winds blowing or

whatever uh oh she also brought flash

cards of all the runway markings make

sure you know that very very important

uh you should know that the center line

on uh a taxi way can be green the

outside of the taxi way is blue uh you

got to know the different hold short

lines the difference between

transitioning from uh you know a a

movement area to a non-movement area

very important the different ways to

approach your

Runway like some taxi ways will

literally take you on the runway uh and

where you line up and hold short look up

that word line up and hold

short reference that doesn't happen

often it happens at bigger airports not

the smaller trainer airports that one

got me stumped a little bit because I've

never heard that one before uh ILS hold

Short Line hold short the runway running

Runway

intersection uh taxi way is there versus

you're on this taxi way and a taxiway is

there you need to know all of those

signs very important stuff like like I

bought these really expensive flash

cards I I don't know maybe I just didn't

give them the respect they deserve but I

did not think these were worth the money

I liked my PDF expert and all the little

PDFs that I highlighted and saved in

bookmark because I could show her all

those bookmarks right very important and

my binder too i' print a lot of good

things there and I put them in the

little sleeves just as

references uh no your engine so like I

literally had this memorize and there

are ways you can memorize this like

acronyms for this you got to know all

your acronyms okay so pave know it I'm

safe know it NW craft know it like

guaranteed these are going to come up a

tomato Flames guaranteed it's GNA come

up flaps guaranteed it's G to come up

for night flying right essential bus

might not come up people use pecans for

that one you could Google all of these

uh very important uh the

312s you know for your air spacing know

those uh so then when it comes to your

engine I think we had

Changs I didn't really remember that but

it was basically that we had a

continental engine 550 cubic in of

displacement uh direct inject which

means there's no carburetor it trans the

500 50 cubic in translates to 9 L of

displacement or 913 cubic cm of

displacement CC's like in Mario Kart

dude as soon as I whipped out 93 she's

like yeah we're we're good on

performance so like be ready

to uh blow them out of the water in

certain places because then they'll go a

little easier at other places or like

they'll they'll fly through sections

right it's great uh weather you got to

know what all the fronts are the weird

uh yellow lines like I had a dip line on

mine I didn't know what the dip line was

I'd never seen it before well I'd seen

it the day before but it was like 2:

a.m. but anyway uh trough lines cold

front occluded front ice everything

that's on the surface analysis chart for

weather you got to know it you got to

read a mear the pyre is basically the

same thing uh you got to be able to

identify the winds aoft uh uh Flags you

know they're basically pointing where

the wind's coming from from and then

counting the difference between a gust

and a wind speed you got to know

that uh let's see here don't forget to

start your timer when you take off and

then you do your navlog because that's

probably when you're going to do the

navlog I actually gave her my navlog and

I'm like would you mind writing down the

times you're allowed to do that c res

crew resource management and I'm like

hey for safety and CRM purposes would

you mind writing down the times on the T

navlog

put them to

work uh okay so let's see here know

everything about the sectional

especially about your destination

airport you're going to get asked about

warning areas versus restricted areas uh

you know basically warning areas moas

military operational areas you can go in

recirculate areas you can only go in

once because then you lose your license

and you get escorted out know your

different squat codes for hijack uh or

or failure or whatever I know I if I

remember

correctly uh 75 you're in the hive that

was uh hijack and then uh 77 you're in

heaven you have some kind of problem 76

in between was the radio

failures uh she wanted to see where I

could find the meel in the code and so

it's a 91 code a minimum equipment list

if you just type like command F

tachometer you'll find it but it's in 91

and they'll want to see the section

number for that uh I had a k k o a k l

also printed up for my uh plane so I had

that ready to go they'll ask you about

magnetic compass errors so you have to

know this uh that's ANS and Unos I think

it is people use the references for

those know

those I didn't really know them very

well and I also got that wrong on the

test because I just don't use the

magnetic compass but I was able to you

know draw it out and I got it right uh

anyway even though I felt uncomfortable

with it also understand barely this one

right but true heading versus true

course versus track like your true

heading is the heading you're setting to

try to accomplish your true course so

you might be heading this way but you're

actually flying this way and then the

track is what you actually did and I use

the example of if I had traffic in in

the way of my true course I might

briefly divert off course and then get

back onto my course and so my track

would be different than my true course

because of traffic for safety purposes

of course uh

okay uh talked about didn't actually

talk that much about the different types

of hypoxia but did talk a lot about the

different spacings between Echo Charlie

Bravo

airspaces uh you need to know that in a

class C you need flight following you

have to call uh to get your uh

clearances first ground delivery

whatever to get in and out you don't

call Ground first like you do with the

Deltas you got to talk about how density

altitude affects performance pick a left

turning tendency and talk about it so I

used the easy one which is just torque

the prop spins right plane wants to move

left boom she was happy with that needed

no spin recovery

pair power

aerons then

Rudder then your elevator then recovery

know all of your stall speeds so I knew

my stall speed was 64 in landing

configuration but I thought it was 80 uh

for uh not so no flaps it was actually

74 which I ended up finding because I

was looking it up at the same time to

make sure but my first guess was wrong

then I looked it up and and she was

happy that I corrected it but she's like

you should have all of those memorized

and I had all of them all the other ones

you know VX V VY everything but I didn't

have that one pyre reads like a Metar

you need to know the difference between

an airat siget convective it's pretty

easy explain how a VR could be used to

triangulate your position fortunately

she didn't ask me about the difference

between the two or from part still got

to work on that a little bit that'll

come up in instru I'm sure a

lot uh the then she asked what

endorsements are for after your pilot I

was really confused by this I'd never

heard it before but apparently you can

get endorsements for planes with a

retractable gear like a complex plane or

whatever so you could be exposed to that

know your aviate time frame uh uh aviate

acronym and your time frames annual

inspection well how do you know did it

have its annual when did it last have

your annual when did it get inspected

when was your transponder last inspected

when was was your elt last inspected you

know when were your static system avats

there's an S at the end when were your

static systems last checked very very

important that you can basically say oh

well I I know this was last checked

because it says so right

here very

easy uh they want to hear that you're

not stopping your education at private

pilot license so you could sign up for

the wings program or you could also get

into uh you know the future licenses so

I actually printed out that I already

had my IFR training scheduled and uh she

was really happy to see that uh my my

test is already scheduled pick a

hazardous attitude that's most relatable

to you she appreciated that I was honest