# The Most Important Video We'll Post This Year - MzeroA Flight Training

https://www.youtube.com/watch?v=dr5f_jBFXZc

[00:05] Hey M0A nation, Jason here.
[00:07] I have a very special video I want to share with you all.
[00:11] This is a video that literally tens of thousands of hours have gone into.
[00:16] Years of research have gone into creating and making it, not only by myself but by this outstanding team here at M0A.com as well.
[00:22] I could be as bold to say that this is truly the most important video I've released and will release this entire year because it concerns something very near and dear to our heart.
[00:37] Our mission at M0A.com is to create safer, smarter pilots, and the tips and the tricks you're gonna learn in this video are gonna help you work closer towards that mission.
[00:47] So I was very honored to be asked by the FAA to deliver their evening keynote at Oshkosh this year.
[00:52] Of course, we had cameras set up and recorded the entire presentation.
[00:58] For those of you that were there, thank you for coming out and attending and showing your support.
[01:03] If not, I hope to.
[01:07] See you next year, but for now, set aside again.
[01:12] It's a little bit long, just shy of an hour, but set aside that hour and get that notepad and pen out and really take some notes because the content of my share of this next hour is truly going to transform the quality of your flying.
[01:21] These 2015 national flight instructor of the year there's going to be introducing tonight's speaker.
[01:35] This is Garrett Reeves and he's a flight instructor and an ATP.
[01:51] This is a really big honor to introduce my twin brother.
[02:12] The we've been standing together and they can tell the difference.
[02:17] Okay, maybe not, but not only my twin from another buddy, it's just like a new bulb in color your summer.
[02:23] But you know what, Jason Shepherd is one of my best friends.
[02:28] And several months ago at the Neo Age Lion, we sent out, Syd, you know what, a great pilot is always learning.
[02:34] And I say, well, you know, great pilots always review.
[02:38] These do something together, we gotta come together, a great program for Bellator.
[02:43] Good, it want to be great.
[02:47] And I said, yeah, let's call the Asian countries and give does it.
[02:50] And so my partner in aviation mastery, my really good friend Jason Shepherd, is spending time with you tonight.
[02:55] Get you started down that road.
[02:58] So I want to thank the people who came here first, especially if you're a fighter.
[03:27] For one of my best friends, a true pro, this has over 10,000 hours.
[03:34] You see, I've got one M young and an ATP.
[03:39] And did you know he was able to be an outstanding instructor for three years in a row?
[03:46] Do you know the 14, 15, and 16?
[03:53] A true pro, somebody who has listened to always keep learning, and my great friend and partner, outstanding, wonderful.
[04:12] Thank you so much, thank you for Gary, thank you to the FAA, a fast team for making this truly a reality, and thank you to you all.
[04:19] You are embarking on a journey now into aviation mastery, so I congratulate you on that.
[04:25] Gone are the days of "I am just a current pilot"; gone are the days.
[04:31] Of even just being a proficient pilot because we're truly pursuing something more.
[04:37] We're pursuing aviation mastery and that is what we're really after here.
[04:42] Now I know in most seminars they tell you they don't want your phones out.
[04:47] Well I actually want your phones out here.
[04:51] And if everybody could head over, this is in your handouts as well.
[04:55] If you don't have a handout, find a team member; they can get you a handout as well.
[05:01] And I want you to head to this website: pollev.com/m0a, spelled out like that.
[05:08] We're going to use this quite a bit in the presentation.
[05:12] I want you to head over to that now; let me switch into this too, that's at the top of the screen there.
[05:16] And I want to ask you a question: where is everybody at in their training, so we can kind of get the lay of the land as to where everyone is at in their training?
[05:25] You'll see all these results now start to come in live; pollev.com/m0a, pretty cool stuff, huh?
[05:31] We can see all that, so we know the types of students, and we're all student pilots at the end of the day that we're working with each and every time.
[05:42] Where I know we said we had more CFI than that, where my CF is at in there as well, we're gonna cover a lot this evening when Gary and I do aviation mastery.
[05:53] And I see a lot of aviation mastery alumni out there as well; thank you for that.
[05:58] I'm gonna do my best to take some of our best tips over those two days and some new things that you really haven't ever seen before and condense that down into one hour here together.
[06:08] So our audience we're looking at is made up of just slightly more instrument pilots; super cool stuff through a TPS, awesome.
[06:17] A good pilot is always learning, after all, right?
[06:23] So let's save that Poli V comm /m 0a because we are going to come back to that here when we do some real-world training as well here.
[06:28] So I want to start with a story, and we teach so often through.
[06:37] Stories, right, it's one of the best ways to learn, and I want to share with you a story from the airline space.
[06:42] And I want you to watch for the chain of events of this accident.
[06:48] I want you to watch for the breakdowns and crew resource management working as a team together in the cockpit, and we're going to watch for all those things here together.
[06:59] As I really will work to kind of set up the story here, this is the story here of American Airlines flight 965, and we'll follow along on the screens here together.
[07:12] This took place December 20th, 1995, and this evening was a relatively uneventful, somewhat clear evening, despite the fact that there was no moon in the skies, one of those moonless nights.
[07:25] Now, American Airlines 965 was departing Miami en route to Cali, Colombia.
[07:31] They pushed back from gate D33 at Miami International Airport at about.
[07:37] 5:40 now this was actually a late pushback for them.
[07:42] Now the pilots were Nicolas to furry and first officer Don Williams, both seasoned pilots.
[07:47] Both were former Air Force pilots.
[07:52] In fact, first officer Williams was named instructor of the year by the Air Force.
[07:55] A very accomplished cabin crew we have with us here.
[08:01] So as I was sharing with you, the flight was scheduled for Cali, Colombia, and this was regularly scheduled.
[08:05] The crew had actually flown this leg before here.
[08:10] Despite their one-hour delay, the flight was remarkably uneventful up into their descent into Cali, Colombia.
[08:16] They're running behind, they're looking to make up some time, and everything else.
[08:20] Now at the time, Cali had no radar.
[08:24] It was actually destroyed in a civil war many years before; this is in your handouts, by the way.
[08:29] So as we begin our descent into Colombia at Cali, Colombia, we're given this approach as you'll see here in a second.
[08:36] Cali approach comes on and says.
[08:42] Hey, nine or six five, Cali captain says nine six five, go ahead please, Cali.
[08:47] Approach, sir, the winds are calm; are you able to approach runway one Niner?
[08:51] So they're thinking, gosh, we're running behind, the winds are calm, this is a great way to end up saving some time here.
[08:55] The captain now speaking to the first officer, well, do you want to shoot the straight in?
[08:58] First officer says, yeah, we'll have to scramble to get down, but we can do it.
[09:02] They weren't expecting one nine; they had the previous approach loaded in there.
[09:05] So the captain comes back and, yes sir, we're gonna need a lower altitude right away though.
[09:13] Roger, American nine six five, you cleared the VOR/DME approach runway one Niner Roseau number one arrival, report to lieu of VOR, that's what you have in your workbooks there.
[09:23] Captain says, okay, cleared VOR/DME two one nine, Rosa one arrival, will report the VOR, thank you sir.
[09:28] Cali approach, report to Lua VOR, no problems here so far, report to Lua.
[09:34] The captain says, captain talking to the first officer, I've got to give you two to Lua first of all, you want to go right to?
[09:44] Cali or two to Lua, I thought he said the rose o1 arrival.
[09:48] This is the captain, the first officer back and forth, oh yeah, he did.
[09:51] We have time to pull that out.
[09:54] We have time to pull out that approach plate there, and again, that's the approach plate.
[09:59] Those you don't have your workbooks here, you can see at the time they called this here we were already a little bit past two Lua.
[10:03] So this brings up an interesting thing now, despite being slightly high to even accept such an approach, they figured they could scramble, pull the plate out, and kind of get everything done.
[10:16] The captain assumed that because he was told to report to Lua, that to Lua must be ahead of him, forgetting that Kali doesn't have radar, so he didn't really know where in space 9 or 6 5 was.
[10:26] 9 or 6 5 at the time, you can see where we make that little turn there that kind of starts our accident here.
[10:36] They were actually already past the two Lua VOR.
[10:40] Now here's where it gets really dangerous; they're looking and they're trying to load this Roseau as well.
[10:46] Roseau is just identified as the letter R, that's going to prove very important here in a bit, and we're gonna come back to that fact here.
[10:57] Let's continue with the story first.
[10:59] Officers thinking out loud, it sounds like, "Okay, so we're clear down to 5 now, that's right off Roseau," which I'll tune in here.
[11:06] Captain's going, "Do you see what I get?"
[11:08] The problem is, the captain, if we go back to our approach plate, the captain was just putting in the letter R for Roseau.
[11:13] And again, it's kind of a medieval letter identifier nowadays because of this.
[11:19] In the FMS, there were multiple letter Rs in there.
[11:25] And instead of skipping through and seeing in the FMS which one was Roseau, he accidentally loaded another fix called Romeo, which was a hundred nautical miles to the east in Bogota, up at the top right-hand side of your screen there.
[11:40] So when he programs that, you're gonna see the autopilot make a big right turn.
[11:45] That direction, that's where the captain's going, "Do you see what I get?"
[11:48] It's going, yeah, here, so at 21 miles, 5,000, that's part of the approach.
[11:53] I don't, that was his approach briefing or what, but that's not quite how we do approach briefings.
[11:57] First officers kind of getting tired of me, just says, "Okay, captain, now off ULQ, ULQ is to LUA VOR."
[12:01] So let me put ULQ in here.
[12:09] Now he's gonna go put ULQ in here to Louisville R, which is going to show behind him the Cali approach, Americans 65.
[12:14] Distance, now what do you want, sir?
[12:21] Distance DME, okay, the distance from Cali of 38.
[12:28] First officer, where are we?
[12:28] Finally, someone's asking the questions, "Where are we?"
[12:32] This VOR shown away from us, you want me to go to the east to this fallenness, a random are in our FMS, where are we?
[12:38] Which is a very valid question.
[12:42] At this point, the captain says, "Let's go to two LUA first of all, okay, yeah, but where are we headed, captain?"
[12:45] Seventeen seven ULQ, I don't know, what's this ULQ?
[12:45] Finally, the captain says.
[12:51] When ULQ, as we know that, that's the scary part here.
[12:55] ULQ is to Lua Vor, which is showing behind us.
[12:58] Can you see how we're creating the chain of events of an accident?
[13:03] Can you see the breakdown in CRM that's slowly occurring here?
[13:07] Now I want to share with you a truth, a truth that I found really in every accident I've researched, and it's this: the longer the chain gets, the harder it becomes to break.
[13:22] And the deeper and deeper we go, the further and further we go, the harder it is just to go around, to break it off, to climb to a higher altitude, whatever it may be.
[13:33] You think you're kind of putting all your chips in for some reason when we always have the option to get out of there.
[13:40] Let's continue our descent.
[13:42] By the way, it's now continuing below 13,000 feet and below the highest peaks in the area.
[13:47] The captain, let's come to the right a bit.
[13:49] First officer, yeah, he's wanted to know where we're heading though.
[13:51] UL, I'm gonna give you direct to.
[13:56] Lua okay right now says the captain okay you got it talking do you have on your FMS?
[14:01] Okay it's on your map it should be.
[14:05] Yeah it's a left turn though they're trying to think about here now they the airplane is rolling from a left heading to a right heading as the altitude now passes below 13,000 600 feet.
[14:13] The heading reached a hundred degrees before this direction of the turn was actually reversed.
[14:18] Yeah I got to identify that darn thing though will help replace the words there for you don't worry.
[14:27] Kappas is okay I'm getting it 17-7 just just doesn't look right on mine I don't know why.
[14:32] You can hear in the background the ulq morse code again the vor is behind them.
[14:37] First officer left turn so you want a left turn back around to ulq.
[14:43] Somebody's getting it someone realizes ulq is back behind us.
[14:49] The first officer knows this here so the aircraft rolled then from that right turn to a left turn at six degrees of left bank and then the autopilot when he plugged in that rose.
[14:57] Over that Romeo intersection there all the way around a right turn at a bank angle of 20 degrees back and forth and back and forth through the Andes Mountains which have peaks over 14,000 feet.
[15:07] The captain, no heck no, let's press on to press on to where says the first officer Tallulah.
[15:12] That's a right hand turn.
[15:18] Where are we going?
[15:18] Come to the right.
[15:23] Let's go, let's go to Cali first of all.
[15:23] We we got messed up here, didn't we?
[15:28] Yeah, says the first officer.
[15:28] You can see the communication, you can feel the tension really kind of breaking down here.
[15:31] You, this is the problem here, is the left, is the right, is it Tallulah Rose, oh Romeo?
[15:36] They have all these intersections.
[15:36] Finally, good cabins, let's just go to Cali.
[15:40] That's not what they're supposed to do there.
[15:40] They're so confused up there.
[15:46] So let's pause for a moment here, and unfortunately in aviation we don't have the option always for a pause button, but we can pause and climb to a higher altitude or descend an end to the Andes Mountains and figure out where we're.
[16:00] Going and what intersection and ask for clarification.
[16:02] Never hesitate to ask a controller to ask a co-pilot, whatever that may be.
[16:09] Unfortunately, our story continues.
[16:11] Go direct to Cielo, that's the Cali Airport identifier.
[16:14] How do we get messed up here?
[16:16] Come to the right, right now.
[16:19] You can feel the tension kind of building.
[16:21] Yeah, we're in heading select mode to the right.
[16:23] First officer's really getting agitated.
[16:26] The captain on the radio: "American 38 miles north of Cali, you want us to go to Tallulah and then do the rose to the runway or to runway 1/9?"
[16:32] Cali approach: "19 or 65, you can land runway one Niner, you can use runway one Niner."
[16:41] What is your altitude and DME from Cali?
[16:44] Okay, we're 37 DME at 10,000 feet.
[16:47] Captain, perhaps talking out loud: "Okay, you're in good shape now, we're heading here."
[16:54] Cali approach says: "Report a 5002 runway one Niner."
[16:58] Captain: "We're heading."
[17:01] The right direction, you want to hear the aircraft again, still in this 20 degree right bank.
[17:06] The RHIB descent starts decreasing from 2700 feet per minute as the pitch attitude increases and airspeed decreases.
[17:15] The altitude now passes through 10,000 feet.
[17:15] The captain says, "You want to take the 1/9 yet?"
[17:21] Come to the right, come to the right, right now for Cali.
[17:26] Okay, okay, it's that stupid Tulua, I'm not getting for some reason.
[17:31] See, I can't, this is what I get.
[17:31] Okay, now Tulua must be messed up.
[17:35] Now he's just assuming the VOR is messed up.
[17:35] We heard the Morse code, we heard everything.
[17:39] Maybe our situational awareness is messed up.
[17:39] First officer: "Okay, yeah, you know I can put it in the box if you want."
[17:44] First officer trying to be helpful.
[17:46] I don't want Tulua, let's just go to the extended centerline of which is Roseau.
[17:51] First officer says, "Roseau, here, why don't just go direct to Roseau then?"
[17:55] All right, okay, let's, I'm gonna put that over to you.
[17:58] Hey, get some altimeters out here, we're going through ten now.
[17:58] All right.
[18:03] Finally somebody started to think about the altitude here.
[18:08] Cally approach says distance now in the cockpit microphone in the background you can hear terrain.
[18:11] The pitch attitude, this is important here, pitch attitude 4.5 degrees nose-up, roll attitude 12 degrees to the right, air speeds 234 knots.
[18:20] Watch how quickly we're gonna lose our airspeed here.
[18:24] Descent rates about 1,500 feet per minute and the altimeter is 8400 MSL, AGL though we're at 1476.
[18:32] The autopilot at this point now disengages here.
[18:36] Look at the timestamp on that, that's 21:41:15.
[18:40] Look at our next a little bit here, captain has some choice words to say.
[18:44] You can hear the auto pod disconnect, "Pull up, baby," says the captain.
[18:48] Sound of the aircraft stick shaker, okay, so after those okay, so four seconds later now pitch attitude increases to 31 degrees.
[18:53] Aircraft rolls out of the right turn, 13 degrees to the left bank.
[18:56] Master caution issues, altitude radar altitude below 500 feet AGL and airspeed went from 237 to 187 just like that with that aggressive pitch up, it's.
[19:08] Okay, so the first officer pull up says the cockpit microphone, okay, easy does it.
[19:13] Hear you, you hear the autopilot disconnect warning, the stick shaker actually stops.
[19:17] Nope, says the first officer, up baby, says the captain.
[19:21] And then you hear it again, the sound of the stick shaker starts and will continue until the end of our transmission here.
[19:24] More, more, okay, up, you hear the pull ups.
[19:29] And that's the end of our cockpit voice recording.
[19:35] The NTSB later concluded through simulation that if American 965 had raised the speed brakes within one second of their escape maneuver, they would have cleared l de lluvia, the flood in Spanish, the mountain that they impacted.
[19:48] Did American 965 crash because they forgot to retract the speed brakes?
[19:55] I was at the Fallon, no, not at all.
[19:59] It was the breakdown in crew resource management.
[20:03] It was the breakdown when adrenaline hit, sometimes it becomes so difficult to.
[20:10] Actually, I think the further and further we get into the accident, the harder and harder it is to back our way out.
[20:15] And a lot of that is because of adrenaline as well.
[20:21] Think of this, think of a time maybe you scared yourself in an airplane.
[20:26] But here, ever kind of scare themselves in an airplane before?
[20:30] A lot of hands going up, but you know, a lot of scary people out here.
[20:34] We've all scared ourselves in an airplane.
[20:37] If not, you're gonna do something silly, everything's gonna be okay, but you're gonna scare yourself in an airplane a little bit.
[20:41] Think of that time, what was your state before and what was your state after?
[20:47] I can think of one very distinct time that occurred to me; thankfully I have only one and only one, I want to keep it that way, engine failure to my name.
[20:56] It was an engine failure on takeoff, so we made it count, right?
[20:59] We're gonna have an engine failure, that's the one, don't want, we made it count.
[21:02] I was by myself in the time, I was flying five one two oh me, oh my beloved Cessna 150.
[21:07] Maybe know the story, sold it, bought it back, just an amazing, amazing airplane here.
[21:11] and at the time I had at least a thousand hours in this airplane and I
[21:15] went and I started the airplane and it backfired three or four times I sounded
[21:21] like a p-51 Mustang on startup like as I'm starting on this airplane ever
[21:26] backfires I had a weird feeling in my gut your are those gut feelings and and
[21:31] oftentimes they're right but for whatever reason I just couldn't listen
[21:34] to it so I taxi out to the run-up area just not feeling right I'd do a run up
[21:40] everything checks out fine I then go ahead do a full power run-up just to
[21:44] make sure everything is great there's no reason to not go fly everything seems to
[21:48] check out I pull on the runway nine it's now runway 1-0 at the Marion County
[21:53] Donnellan Airport I apply full power I do a short field takeoff thank thank God
[21:57] I did did a short field take off I take off up and out of there I get to 400
[22:02] feet and all of a sudden I hear the most horrendous sound I've ever heard come
[22:08] out of an airplane engine the airplane starts to vibrate violently back left
[22:12] and right and left and right it sounds like I don't have an exhaust and I
[22:16] didn't have an exhaust I lost cylinder number three and I blew
[22:20] a huge baseball sized hole in the exhaust manifold because of of that loss
[22:26] there so all I did was instincts primacy what your first taunt and I lowered the
[22:33] nose and as adrenaline started to kick and I remember I couldn't see things
[22:37] around me I was literally I was dedicated I was going straight ahead I
[22:41] remember I made one and only one radio call one to Romeo is coming back and say
[22:46] Donnellan traffic instead one to Romeo is coming back that is the only thing I
[22:50] said I lowered that nose and as I collected my thoughts and remember I
[22:55] mean we teach in the ABCs an emergency B is your best landing area and I always
[22:59] say don't forget it could be behind you or below you but when things hit the fan
[23:04] you just look straight ahead you don't realize the effects that that adrenalin
[23:08] have on you and adrenaline is actually associated with a diversion of blood and
[23:12] oxygen nutrients away from the brain people
[23:16] have equated adrenaline to having a blood alcohol level because you just
[23:21] make silly decisions we go on fight-or-flight I lowered that nose that
[23:25] airplane was able to nurse it around the traffic pattern I realized I'm not gain
[23:30] altitude but I'm not losing altitude either so I lowered that nose and nurse
[23:35] that airplane all the way around and made a successful landing back there
[23:40] everybody the airport was waiting my landings they'll heard they didn't hear
[23:43] my one radio call they heard the terrible sounds that engine was actually
[23:47] making here and I didn't realize this about
[23:50] adrenaline till I started doing the research here and then I got to looking
[23:53] into other accidents to see does this how does this take effect let's look at
[23:58] the miracle on the Hudson United 1549 another byproduct of adrenaline is we
[24:06] lose so it gets cactus 1549 I'm sorry we lose the ability to speak actually
[24:12] sounds that are deemed as extra we just we blot it out we're not able to speak
[24:17] correctly you may not realize this but with this situation here captain
[24:21] Sullenberger said the following Mayday Mayday Mayday this is cactus 15:39 hit
[24:29] Bert's lost to us both engines were turn back towards LaGuardia he's not a man of
[24:33] many words anyways but that's all he said and flip-flopped his flight number
[24:37] around in the moment of the emergency it doesn't stop there Patrick hearten work
[24:42] in New York approached that day calling LaGuardia Tower stop your departures
[24:46] we've got an emergency returning who is it it's 1529 this is the best part ki
[24:51] bird strike lost all engines we can't speak when adrenaline hits so what
[24:57] happens then instead what do we fall back on where does this knowledge come
[25:01] from that we're short were to the point where concise we can't really hear what
[25:05] we need to hear we can't say what we need to say we fall back on to primacy
[25:10] primacy is defined as what I first learned and
[25:16] that's what truly sticks with me Matt who works for us Matt is our our CEO
[25:22] oversees all operations at m0a comm matt is former lawn for
[25:26] Spence and I used Matt a lot of stories but in this story when Matt was learning
[25:33] to become a police officer in the particular car he was in whenever he
[25:38] would go lights and sirens whenever that badge number was called it was his turn
[25:41] for that call he knew it was him the adrenaline dump hits right and he goes
[25:45] lights and sirens and the switches right here on the center console every single
[25:49] time primacy lights and sirens go save somebody go do whatever it takes right
[25:53] well a few years later they switch squad cars and all of a sudden the lights and
[25:58] sirens are now on the steering wheel column what do you think happens every
[26:04] single time when Matt was an officer when it was his badge number called it's
[26:08] time to go he goes to go lights and sirens oh yeah and then you go here we
[26:12] fall back on to primacy when adrenaline hits so I want to ask you this are we
[26:20] learning you know are we learning not only the right things but in the correct
[26:24] order and the right time who are my cf eyes in the room by the way my CF is my
[26:29] CF is awesome I see if Isis room I truly applaud you for being here
[26:33] you're the CF eyes who are making aviation safer and smarter every single
[26:37] day here but I want you all to ask yourself a question here that's related
[26:42] that primacy am I just learning to the level or the capacity of my cf I think
[26:50] about this as relates to our primacy and adrenaline story we're sharing here now
[26:55] if I am deficient in systems I really don't know the fuel system that well I
[27:01] don't quite understand what's on the electrical system and all that where do
[27:05] you think my students are also going to share a deficiency in systems every time
[27:10] unless you're an A&P you're an auto mechanic or systems just really excites
[27:14] you you're gonna have a deficiency and systems because you're gonna share in my
[27:19] deficiencies students only learn to the level of the instructor so what are we
[27:25] doing to better ourselves each and every flight think about it that way so I want
[27:31] to share with you four proven ways to truly transform the quality of your
[27:36] flying and your workbooks you have four blanks I didn't I didn't cheat for it
[27:40] Phil a man or anything that way we can participate - if you need pens you can
[27:44] grab one from a neighbor here I want to share with you four proven ways to
[27:48] transform the quality of your flying and if you're ready the first is this and
[27:55] you can put this in your own words it's not an emergency if you're ready for it
[28:01] here what are we doing to
[28:09] constantly prepare for our emergencies it's not an emergency if I'm ready for
[28:15] it here this goes to of course engine outs engine failures on takeoff all
[28:20] these sort of things but it even relates back to some different things what about
[28:25] partial panel work show hands who here in the last 90 days has done anything
[28:32] partial panel well good good little group ok good maybe maybe a quarter some
[28:38] partial panel work ok maybe your your instrument maybe you are the good pod
[28:42] who's always learning who's practicing these sort of things you see it's not an
[28:46] emergency a vacuum failure is not an emergency if you're ready for it now we
[28:52] add IMC conditions and some other things I'm sure declared an emergency I want
[28:56] priority but I'm ready for this situation here are we training are we
[29:02] practicing for each and every scenario so I want to share with you something
[29:06] really fun I did this for the first time ever at aviation mastery so some of my
[29:10] alumni are gonna be familiar with this head back over to your phones and hop on
[29:14] pole Evie comm /m 0 egg back in 1995 a research professor coined this term
[29:22] perceptual learning modules and what he did is he took a group of pilots and
[29:29] showed them a standard 6-pack of instruments doing various things right
[29:35] the climbing left turns descending right turns all this sort of stuff and he
[29:38] flashed them on the screen for as long as 6 seconds as short as 3 seconds and
[29:45] then took down the scores of how all these students did well we're gonna
[29:49] recreate that experiment here tonight together here
[29:53] what I'm gonna do is on the next few slides I'm gonna share with you a
[29:57] standard 6-pack g1000 pilots I'm sorry you're going to read steam gauges again
[30:01] so I apologize I'm going to share that with you now there's seven possible
[30:06] options and those options will show on your phone but let me explain we can
[30:10] have a climbing right turn or descending right turn a climbing left turn or a
[30:17] descending left turn a level right turn a level left turn all the basics and the
[30:23] one tricky one is a conflict a conflict the attitude is showing up tune
[30:29] indicator is showing something that the turn coordinator is not showing there's
[30:33] a conflict something doesn't match up maybe it's a pitot-static system failure
[30:36] maybe it's a vacuum failure I don't care what failure it is I just want you to
[30:40] know that something's not right here with what this is showing everybody
[30:44] follow me with this so farm so I'm gonna show you instruments and then quiz you
[30:47] on them here and we're gonna end up kind of seeing how we do so if everybody is
[30:53] ready here eyes on the screen everybody got their eyes on the screen on your
[30:57] phones that this will show up on your phone in a second here eyes on the
[31:00] screen let's go ahead and this one's gonna be for six seconds ready scan
[31:08] those instruments scan those instruments scan those instruments six seconds is up
[31:13] just like that what did you see head over to your phones now and let me know
[31:19] what you saw with that one what did you see you can see the results coming in
[31:24] down there super super everybody confident in their answers you ready
[31:29] okay how many do I have 70 something answers 80 something answers right let's
[31:33] reveal it here what did we see if we can reveal those Russ if not I can maybe do
[31:43] it here there we go perfect Thank You Russ 77% a level right turn app 76%
[31:50] awesome fantastic sorry we saw that level right hand turn look everybody
[31:56] change their answers now over here you see this whoever hat look at that
[32:01] 79% now you guys are all prodigies look at that look at that 76% we'll call it a
[32:09] few cheaters in the room out here okay I'll be watching I'll be watching for
[32:13] you all alright let's do another one here let's go ahead and let's show
[32:17] another one here five seconds now eyes on the screen everybody ready let's go
[32:22] through it five seconds scan those instruments scan
[32:26] those instruments good would you see five seconds it'll be on your phones now
[32:31] what you see there's the results coming in what did you see this by the way is
[32:37] something fun we're developing out for our online ground school great way to
[32:40] quiz yourself a great way to get better at partial panel at quick scan and all
[32:45] these sort of things what did we see Russ if we get in the back of you could
[32:48] reveal those answers please 93 results let's see what did we get no no we're
[32:57] Russ is out Networks really slow okay that's fine I don't know if I can show
[33:02] it or not here oops that's skipped one sorry and Russ is able to reveal that I
[33:11] can't take it over from my side here unfortunately maybe that good there we
[33:15] go show results there we go descending
[33:20] right-hand turn 80% you spot on I'm watching for you to change answers again
[33:25] I'm watching someone took their answer away they felt bad last time maybe you
[33:30] guys are so honest you're so honest that's so that's so nice of you all I
[33:34] don't like how honest you guys are 81% now you gosh people you got to watch you
[33:39] sometimes five seconds again everybody ready eyes on the screen three two one
[33:44] eyes on the screen five seconds all right what you see should be on your
[33:53] phones now who those results are coming in quick
[34:01] all right to keep us moving here I'm going to show those results here who's
[34:08] my climbing left-turn 86% how is it we're taking time away and we're getting
[34:14] better and better we started out about 76 percent we're now an honest 86
[34:19] percent I'll give you guys that we're continuing to get better and better here
[34:24] alright let's speed it let's see if this trend continues let's speed it up now to
[34:28] four seconds we're getting really really fast now four seconds everybody ready
[34:31] eyes on the screen let's do it here four seconds you'd be amazed here goes four
[34:36] seconds just like that that's a tough one on your phones real quick here what
[34:41] did you see no Chi you know I hear people shout out the answer here
[34:46] probably same people change their answers I'm teasing yeah I'm gonna go
[34:50] ahead and reveal that we got plenty of responses in there show those results a
[34:54] descending left-hand turn we were aggressed a little bit what happened
[34:58] here we're gonna talk about that this is all typical stuff here as we work to get
[35:04] faster and faster and better and better for those you that said conflict let me
[35:08] show it to you again here right it's a descending left-hand turn let me show it
[35:13] to you again here okay look okay I got my descent vsi down left turn left turn
[35:19] confirmed and just like that it's gone I was descending left-hand turn here I
[35:24] know if you look on the attitude indicator were just barely below that
[35:27] horizon bar remember we can start a descent might bring some power back to
[35:31] the nose can stay kind of level but I can bring the power back to don't let
[35:34] those eyes fool you with that here alright four seconds again eyes on the
[35:41] screen three two one here we go four seconds four seconds all right what
[35:50] did you see our last one was 74 percent correct what did we see there let's show
[36:00] those results there we go sorry they're still coming in a little bit my conflict
[36:08] winners absolutely that was a basically a vacuum
[36:12] system failure the avid student care was frozen let me show it to you again let's
[36:16] show it again we're gonna teach through this right look at the attitude
[36:19] indicator then look at the turn coordinator start with the attitude
[36:22] indicator ready nothing left DG's not spinning though vertical speed kind of a
[36:28] descent in a way nothing was adding up nothing was making sense there right so
[36:33] by ISO I'm looking at that what's my attitude indicator doing does
[36:37] my DG confirm that does my vertical speed or my turn coordinator my airspeed
[36:41] confirmed that check check one last cross-check you should be able to grab
[36:46] an answer by grabbing three instruments real quick in there this is tough this
[36:50] is why we practice let's make it even harder here three seconds eyes on the
[36:55] screen everybody ready eyes on the screen here we go three seconds three
[37:00] seconds that's quick huh what did you see
[37:07] I'll let some more results come in here what did you see
[37:12] alright I'm gonna show those results here there we go now this is interesting
[37:18] we're down to three seconds now we started at 6 seconds where we got a 76%
[37:23] we're now half down to 3 seconds now we had a little stumbling block without
[37:28] comms like a little stumbling block with the other descending turn here but here
[37:32] we have a climbing right-hand turn and here's the difference I took 2 seconds
[37:37] to teach you a quick method scan this scan this cross check right and in half
[37:42] the time we've increased our results here so here we are practicing something
[37:48] getting faster and faster and better and better each and every time but we have
[37:53] to pause and allow for feedback my point is if you're not still regularly flying
[37:58] with a CF I maybe once every 6 months or whatever it takes you I shouldn't see
[38:02] you every 24 calendar months for a flight review I should see a whole lot
[38:06] more than that at least twice a year because you need this feedback it's
[38:11] going to make you better and better here ok so we'll hold off on that here for a
[38:16] bit I've got one more Bowl we'll hold off on that here just for times sake
[38:19] here here's tip number 2 once you get behind the airplane
[38:26] is inherently difficult to catch up American 965 illustrates this so
[38:32] perfectly when we fall behind the airplane when we're ahead of our fix
[38:37] when I lose situational awareness when we head to the wrong fix when we get
[38:41] behind the airplane it is truly inherently difficult to catch up you can
[38:45] just write down behind the airplane hard to catch up
[38:48] you see preparation is the thing the average pilot does very little of and
[38:53] the master pilot does consistently each and every flight you must work to stay
[39:01] ahead of the airplane so I want to share you on the best ways IFR pilots is the
[39:06] majority of the room where IFR pilots I want to share with you a great tip that
[39:11] Gary Reeves actually gave me so when we upgraded to three Mike Zulu Gary
[39:16] actually came to us to teach us the avionics and teach us IFR fly and I'll
[39:21] never forget when talked about always getting feedback like we just learned we
[39:26] hire Gary Gary comes in for us for three days he's gonna teach us and the first
[39:31] thing Gary says is come on let me show you guys had a pre-flight and I hear the
[39:36] whole team's looking around like what I don't mean be rude Gary but what are you
[39:40] gonna show us on a pre-flight I've owned this airplane for ten years I got a
[39:42] couple of thousand hours didn't like and he's just all excited let me let me show
[39:46] you about this pre-flight like okay Gary so Gary's walkin on this airplane and
[39:51] he's like a little ninja right now emphasis on a little because he's a
[39:54] little guy don't let him fool you says he's as tall as me but he's not okay
[39:57] he's walking around the airplane he's tapping on the airplanes gonna he comes
[40:01] over hearing us Gary's losing it like what is happening right now what is this
[40:07] man doing and then finally goes stop do you hear that
[40:09] because you have a busted rivet right here right near one of the ribs Jason
[40:15] you need to get that looked at like right away and literally he's going
[40:18] around the airplane tapping on the airplane listening for busted rivets and
[40:21] found one something I'd really never even have thought of right we got to be
[40:26] humble in aviation there's always time to learn that was
[40:30] just one of Gary's little bits of wisdom the one I really want to share with you
[40:33] this evening is how we briefed an approach play this is on the next page
[40:39] you're in your lesson plan as well and I want to share with you really how we
[40:43] briefed that approach plate we started this by saying it's
[40:47] inherently difficult to catch up when we fall behind the airplane well one thing
[40:53] Gary taught us is you must brief your approaches on the ground I know that
[41:00] sounds so crazy but he literally said Jason if you're waiting until you're
[41:03] flying to brief an approach you're already behind the airplane
[41:07] you must brief your instrument approach plates on the ground this sound Gary
[41:11] showed me how to do it we're using for flight here and it whatever works for
[41:15] you all apps will do this we start with our annotations confirm that yes this is
[41:20] the runway GPS one eighth approach into Tallahassee here I get my approach
[41:24] course in there and my touch down zone elevation so I have it my missed
[41:28] approach and any takeoff or alternate minimums that apply to me I'm
[41:31] highlighting my ADIS Tallahassee approach tower and thinking ahead to the
[41:35] airplane let's get ground control as well these highlights are in your
[41:38] workbook as well next I want to look in the actual view here I want to highlight
[41:43] where I'm coming in from I'll come in from custody it looks like then head to
[41:47] CJ and then down to JAMA and then down to mode and who knows how to say that
[41:52] zeg I don't know how to say that pronounce a bunch of X's in there as a
[41:56] little fix down along the way now as I'm briefed in this and imagining and seen
[42:02] having situational awareness see how I'm coming in and how I'm actually going to
[42:06] approach this I'm then gonna start to work in some text annotations as well I
[42:10] want to put my altitudes in there this sounds redundant this sounds crazy
[42:15] but Moses fly zoomed in so I need to be 3,000 at Sig so as you can see there on
[42:21] the left side of the screen 3,000 and above so I'm putting a 30 next to sigue
[42:25] at JAMA I'm putting in my final approach fix my next altitude here that 2,000 I'm
[42:32] putting 2,000 in next to jama because we're all flying with our plates so
[42:36] zoomed in now we're moving around on them anyways I want everything in one
[42:41] central location here then though the weird fix that nobody can name here
[42:46] we're gonna go ahead and we're gonna put in our altitude there as well of 920
[42:52] feet I'll spell that one all the way out since that's a altitude
[42:55] for us at Florida in Florida where this is act with this then continuing on here
[43:02] I want to add everything I also want to add our mist approach what does every
[43:06] missed approach start with in the world climb let's use some emojis here an up
[43:11] arrow therefore climb and climb to what we'll go ahead and put that in there as
[43:16] well as climb to 3,000 feet so I'll put that climb up to 3,000 feet because a
[43:22] pilot who's thinking ahead is already thinking I'm going missed you're already
[43:27] thinking about that missed approach here you're not just briefing it reading it
[43:30] in our airplay we can shoot an LP V approach I'm gonna highlight that but
[43:34] I'm also gonna round that up lord knows I can't fly all the way down just a 333
[43:39] feet perfectly and make that decision and go around out going below it I'm
[43:43] gonna round this up to be safe let's call it 400 feet just to be safe in that
[43:48] realm so precision approach that's what the P is for up to 400 feet again
[43:55] thinking ahead of the airplane now if I'm flying to Tallahassee and I've
[44:00] looked at the winds and I know I'm using runway 1:8 I have this approach plate
[44:05] briefed before I even leave the ground it sounds crazy it sounds redundant but
[44:11] again it's thinking ahead of the airplane this exact images in your
[44:16] workbooks if you want to save it and again this is just Jason and Gary's way
[44:20] of doing things I'm not saying it's right it's it's wrong whatever find what
[44:24] works for you here I'll zoom in a little bit this is actually how I fly most of
[44:28] my approaches kind of about this this view about this zoom level as well
[44:32] that's why I transfer up so many of the altitudes just so I have them there but
[44:36] I can quickly scroll down to cross reference and cross check everything is
[44:41] well we must be thinking ahead of the airplane lately I've become very good
[44:47] friends with the of Emeco insurance team and they shared some very interesting
[44:52] facts with me I was sharing with them about this idea of always staying ahead
[44:56] of the airplane and I asked them I said hey of your losses how many what they
[45:02] call taxi losses do you actually have and it surprised me
[45:07] 11% of their losses our taxi losses and them so I had to ask question well
[45:13] what's a taxi loss she said Jason you'd be amazed at the pilots who were head
[45:18] down trying to program the iPad ATC just gave him this weird fix that nobody can
[45:23] spell and they're trying to type it in though you know the FM mass and get it
[45:26] all program they don't have a lot of g1000 time they're fiddling with that
[45:30] their heads are down in the cockpit and they're clipping lights and they're
[45:34] clipping signs and that once we all know when a prop hit something's not supposed
[45:38] to that's pretty much 100% chance of an overhaul right there are at least a tear
[45:43] down 11% of their losses occur on the ground as silly and crazy as that sounds
[45:50] we have to be working to stay ahead of the airplane and it all starts on the
[45:57] ground if you're flying and you're not asking yourself what's next you're
[46:02] falling behind the airplane so think of it that way I need to always be asking
[46:07] what frequency is next who shall be talking to am I gonna get that radio
[46:12] call to do my zoo you're five miles on the final approach fix TURN RIGHT
[46:15] hanging you know three three zero you're cleared ILS runway three six into Ocala
[46:18] which is a mouthful into a new IFR pot you're like three six it Ocala like you
[46:23] don't know what you say that but you're thinking ahead you know it's coming
[46:27] right you know what needs to be read back with that if you're not asking
[46:31] yourself what's next you're falling behind the airplane here's our third tip
[46:36] here this is one I'm very very passionate about are we really
[46:41] practicing emergencies or are we just going through the motions are we really
[46:48] practicing emergencies or are we just going through the motions if you went to
[46:53] our two-day aviation mastery event you remember all three of these stories here
[46:57] but I'll share them with everybody again another law-enforcement example here
[47:02] there was a police department that was training officers on how to disarm an
[47:08] armed bad guy we'll call them and they were in the PD training room one day and
[47:12] they were practicing but they weren't practicing they were kind of going
[47:16] through the motions and and primacy falls into this as
[47:20] so they were practicing you know with two officers there and one would pull
[47:24] the weapon out the other one would perform the maneuver take it away
[47:27] give it right back again they practiced pull the weapon out again disarm them
[47:32] take it away give it right back and this would go on it on back and forth every
[47:35] time and give it right back they weren't practicing like you played
[47:39] you see where I'm going with this well one day they were out in the field
[47:42] and sure enough one of those officers had a weapon drawn on him first thing he
[47:47] did he went back to privacy he went back to his training he went before the
[47:50] maneuver perfectly took the weapon away and he gave it right back to the bad guy
[47:55] you can imagine the look on the officers face you can imagine the look on the bad
[48:00] guys face right thankfully since he was so stunned he was able to perform of the
[48:05] NuvaRing n taken away and keep it away this time
[48:09] but I share the story with you because we must practice like we play now in law
[48:15] enforcement we perform we were take the weapon away and we keep it away and
[48:19] another trained officer will go around and replenish the other side right but
[48:23] this applies to aviation all the same here let me give you a VFR and an IFR
[48:28] example start the VFR example how do we practice our engine failures in flight
[48:35] so often we're up at 3,000 feet I'll use Florida as the example because AGL mm
[48:40] SLR about the same thing to make it easy we're at 3,000 feet I reach over I pull
[48:45] that thought Oh back to idle I say I am so sorry your engine just quit okay no
[48:50] Prada you go through the ABCs of your emergency a is for airspeed I'm a nail
[48:54] my glide speed B is for my best landing area keeping in mind that tunnel vision
[48:59] we talked about best landing area might be behind me or below me and you have a
[49:03] sneaky flight instructor like myself I always put the best landing area like
[49:06] right below here so it's really hard to see and then see is the checklist if we
[49:11] have time we do all this so everything's looking great and then all of a sudden
[49:15] we have this pesky little regulation that says no flight below 500 feet AGL
[49:22] in non congested areas here so what do we do we get to about 600 feet roughly
[49:29] what you do if you're carbureted car Peet full power you go around
[49:33] from 3,000 feet to 500 feet is the easy part it's the last 500 feet that's the
[49:40] hard part who here has ever done a real soft field landing on Khan grass okay
[49:46] but good maybe half right have you ever thought that maybe your first real soft
[49:51] field landing might be in some farmer's field because of an emergency I want you
[49:56] to practice a soft field landing before you're thinking wow I'm about to make
[50:00] the most important landing on my flying career and I just simulated this on
[50:04] pavement protect the nose minimize braking and everything like no this is
[50:08] for real now the last 500 feet is the hardest it's where I'm too high I need
[50:14] to slip or I'm too low I need to I need to stretch this glide I need to make a
[50:18] maneuver I need to add flaps I don't need flaps there's cows in that field
[50:22] there's a fence it's a cranberry bog it's what all these
[50:25] things get calculated into it 3,500 feets the easy part it's the last 500
[50:31] feet that's the hardest part we're not practicing like we play we're just kind
[50:35] of going through the motions we just simulate it you get to 500 feet and
[50:39] every see if I ask the same question well Jason would you made that field and
[50:43] what student has ever told me no I've never asked him so yes mr. Schaffer we
[50:48] would have made that field and half the time we wouldn't have everyone every
[50:51] student buzzes yes we would have made that field of course but we've never
[50:55] actually practiced that so I encourage you to pull that power back to idle and
[51:00] practice into a public grass strip or a private grass strip with permission or
[51:04] wherever you can do it or even just down to a paved runway is fine because
[51:08] practicing those gliding techniques you know what your emergency landing may not
[51:12] be with a headwind it may be your first saw field landing it may be a first
[51:16] tailwind landing as well if you're not already practicing these sort of things
[51:21] it's not an emergency if you practice for it so are you really practice
[51:25] emergencies are just going through the motions here's an IFR example really
[51:30] quickly think about the IFR environment what do we do to our students we put on
[51:34] the fall goals and we shouldn't approach we go miss we shoot an approach we go
[51:37] miss what's the first skill we lose an instrument flying it's our landings
[51:41] because o we do missed miss domestic you just finally figured out lands for your
[51:45] private check ride an instrument you like throw
[51:47] away because we're not laying it anymore but once this is this 2.5 Hobbs flight
[51:52] so I had this student who was like a a dream student for instrument flying and
[51:58] we were getting close to his instrument pilot Shack ride and one morning we wake
[52:02] up and there is just this perfect Stratis layer I'm thinking nice and
[52:07] stable it's above you know it's just inside the final approach fix a little
[52:10] bit what we're gonna break out it is gonna be perfect here so we take off and
[52:15] who knows what I'm saying when I say there's a big difference between hood
[52:19] time and actually sticking your head in the clouds right there's a big
[52:22] difference between that right so he was awesome when we're under the hood and
[52:26] all of a sudden we hit the clouds for real and we are over this way and we are
[52:30] all over the placing like what is wrong this is like
[52:34] my rock star student what could possibly what's wrong so then I had what I
[52:39] thought the time was a genius idea I'm gonna put the fog alack on him so I put
[52:45] the falls back on him and all of a sudden that he couldn't see the scary
[52:48] stuff outside life was good he's on the localizer he's nailing the glide slope
[52:53] everything is perfect but what I didn't realize is we weren't practicing like we
[52:57] play because when he's by himself he can't just hide from the world and put
[53:00] his vocals on right that's I'm sure there's a regulation or two against that
[53:04] so I wasn't practicing like we play instead we put the follows on he went
[53:08] back into training mode and here we are we're final approach fix inbound he's
[53:12] looking good he is right on that glides so bright on that localizer we're coming
[53:17] down and I'm saying listen you just keep your eyes inside I'll be your eyes house
[53:21] I'll let you know when I see something and I'm looking out here gonna I'd
[53:23] really like to see some trees right now we're coming on down and all of a sudden
[53:27] I can be a little loud and a little verbose sometime we break out we see the
[53:31] lights I go I see the lights and what does he do carp eat full power goes mist
[53:38] and I stopped for a second I said what are you doing and literally he's going I
[53:43] don't know it's just it's it's trained into you right it's because it's what we
[53:50] practice every single time instrument pilots it's okay to land the airplane
[53:55] occasionally right we're so used to going miss so often but you don't
[53:59] realize so many of us are guilty of before the final approach fix we just
[54:04] put ten degrees of flaps in we kind of hold 90 down that glide slope the entire
[54:08] way then you break out it 200 feet 300 feet AGL and you only got ten degrees of
[54:13] flaps the runways in front of you you're a little bit off to the left so you're
[54:16] trying to fix it here and you're doing just shy of an O flap landing now at
[54:20] this point have you practiced for that as well we must practice like we play
[54:27] here here's our last and final tip and then I'm gonna wrap this up here for us
[54:32] this evening we must continue to pursue knowledge ending every video with a good
[54:40] pilot as always learning isn't just some catchy marketing slogan or anything like
[54:45] that it is truly a statement to live by we must continue to pursue knowledge you
[54:52] see knowledge will not save you from an accident unless you truly know how to
[54:57] apply it knowledge is not power knowledge is potential power but that
[55:02] knowledge has to be applied in the right order in the IT field we call it syntax
[55:08] right I can have all the right results all the right things but put them in the
[55:13] wrong order if I look at the ABCs of an emergency and I jump straight to the B
[55:18] best line an area got it but I don't do the a my best glide speed their airspeed
[55:25] I may never I may not make that best field out there if I don't manage my
[55:30] glide speed effectively here knowledge isn't power knowledge is potential power
[55:35] you must have it in the right order to get the right start the right result
[55:39] here you know it's not the lawyer who knows the most law but the one who best
[55:44] prepares their case who wins the case every single time here we must
[55:51] you to pursue knowledge in everything we do so listen I know we have covered a
[55:58] lot here in our short time together I am so just blessed and thankful for
[56:03] you all for being here you know we have a very different strategy business
[56:09] philosophy here at m0 a.com we believe that in order to get you must give first
[56:17] so you know in order to to you know get happiness help others be happy in order
[56:22] to get success help others become successful here so I want to leave each
[56:27] of you and we're all in different walks of this aviation journey but I want to
[56:31] leave each of you with just a little bit of wisdom here to my private pilot's
[56:37] every situation is new we must let what we know guide us but not blind us to
[56:43] what we do not know we must remain flexible and adaptable to any situation
[56:48] we must always retain a beginner's mind and never over value our experience or
[56:54] undervalue the information that served at us moment by moment as we fly to my
[57:01] instrument pilots remember preparation is the one thing that the average
[57:06] instrument pilot does very little of and the master pilot does consistently each
[57:12] and every time to my commercial pilots flying is all about tests and yourself
[57:19] growing and preparing all your options so when you're flying there is nothing
[57:25] that hasn't been thought of or practiced do the work before you need it so you
[57:30] know what you're capable of when everybody else is hitting the panic
[57:34] button - my flight instructors don't teach others the way you want to be
[57:39] taught teach them the way they need to be taught
[57:42] always be reminding yourself that a student is only going to learn to your
[57:47] level so continue to raise yours and to everyone out there I wish you a
[57:53] tremendous success in wherever this aviation journey may take you so I
[57:59] encourage you to live by the words most importantly and remember that a good
[58:04] pilot is always learning have great night guys
[58:06] thank you so much I sincerely hope you loved watching it this video these
[58:19] videos you see online are simply just the tip of the iceberg of what we do
[58:23] here at m0 a.com m0 a is a complete private instrument commercial and foi
[58:29] online ground school everything is done at your own pace online you watch our
[58:34] lessons also online take practice exams all from any device if you love these
[58:40] free videos we put out here on YouTube and Facebook I encourage you to check
[58:44] out our complete online ground school for the knowledge test checkride and
[58:48] most importantly setting you up to make you that safe real-world pilot take a
[58:53] two week free trial no strings attached of our online ground school by visiting
[58:57] mzo a.com forward slash trial