FAR AIM | Aviation Reg's | Aeronautical Info | FARAIM
A Drinking Podcast; That Sometimes Talks About Airplanes And Learning To Fly. A Private Pilot, A Commercial Pilot And An Airline Transport Pilot (ATP) As Hosts. They Got Board With The FAR AIM Book Years Ago But Are To Lazy To Change The Podcast Name (or do any show prep whatsoever for that matter). Welcome To The Oddest, Most Irreverent And Controversial Pilot Podcast In America.
FAR AIM | Aviation Reg's | Aeronautical Info | FARAIM
Bonus Clip | From Radio Communications to Maneuverability
Get ready to embark on a fascinating flight through the world of aviation as your co-pilots on this exhilarating journey! Ever wondered about the intricate world of aviation radio communication? We'll illuminate the landscape for you, making sense of everything from entry requirements and two-way radio communications, to MODE C requirements for class Bravo and class Charlie airports. And because we know how intriguing the world of tail numbers is, we'll dive headfirst into that realm, even contemplating roping in a tail number vendor to give us an insider's point of view. For a touch of star-power, we'll also chat about Harrison Ford's DeHavilland Beaver and its legendary call sign.
Grit your teeth, as we're about to take a swift turn into the technical aspects of flying. We'll discuss the crucial role of flap settings, how they impact aircraft performance, and why they are a cornerstone of aerial safety. We'll also uncover the mystery behind the aircraft's center of gravity and its profound influence on stability and maneuverability. The conversation doesn't stop there – we'll also touch on landing techniques, energy management, and aircraft type differences. As our journey concludes, we'll tackle the subject of a reauthorization bill that could open the floodgates to limited commercialization of N numbers. Strap in, listeners, we're ready for takeoff!
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This Internet's free. I'm not paying for this at all. Nothing's free. Okay, nothing's free. You're paying for it somewhere, but yeah, okay, bye Scott, we gotta go. We gotta get some more important stuff.
Speaker 2:Alright, what's going on in the chat?
Speaker 1:Okay, I just got one about Scott.
Speaker 2:Everybody's wondering about Scott.
Speaker 1:How do?
Speaker 2:you feel about the class Charlie over this class Bravo in the clearance conversation. You can't help on that?
Speaker 1:Yeah, I didn't know that I've never flown into a class Bravo, so that was news to me. I had no idea, but you have flown into a class Charlie or flown out of.
Speaker 2:So we're more about the out of which is where everybody is so in tune from their instructor with coming into a class Bravo, coming into a class Charlie, what do you need to hear? What are the requirements? You know two way radio and how does that go, and all that stuff. So if you think of the parallels for that on the ground, you need to hear cleared in the class Bravo, in a class Bravo. So you need to contact clearance to get out of a class Bravo. You basically need to hear all the same stuff in reverse right. And then in the class Charlie, we don't need to hear cleared into the class Charlie, you need to hear your call sign, even if they say stand by, it's like an express, like understanding that you can still proceed into the class Charlie Right. So now the parallels to that on the ground is that you don't need to contact clearance, you don't need to get clearance into the Charlie to take off from a class Charlie. That is the way I have always whatever conveyed that concept.
Speaker 1:Ian said the entry requirements are still the same.
Speaker 2:What's that?
Speaker 1:Ian just said, the entry requirements are still the same.
Speaker 2:Meaning the MoZi and the two way radio communication.
Speaker 1:I don't know. I just read you the entire thing.
Speaker 2:Okay. Do you need to hear cleared in the class, charlie? I'm pretty sure you don't.
Speaker 1:I think it's only for class Bravo.
Speaker 2:I'm pretty sure you don't, only for the class Bravo, so I assume that's not what he's talking about. Okay, so let's see. I think he means the two way radio and the MoZi is my thinking. That's what I would assume, And I agree with him. So in the class Delta the only thing you need is the two way radio communication or to enter. what you need to hear is just your call sign again.
Speaker 2:Just like the class. Charlie So Bravo is the only is like the outlier. So that is where the most stringent and strict requirements are.
Speaker 1:He says meaning I agree with Lee. So it's just a mute point.
Speaker 2:Oh, okay, yeah, okay, good.
Speaker 1:What else.
Speaker 2:What else can we talk about? What else did we screw up during the actual lesson?
Speaker 1:It's kind of cooling down. We only got like 20 watching right now, which is still amazing. Yeah, it is.
Speaker 2:I think I saw like 44 or 47 or something.
Speaker 1:It's just down a little bit from the peak.
Speaker 2:What I mean? does anybody want to talk about anything else? Anything else.
Speaker 1:Yeah, that was all of my effort. I can't think of anything other than I was hoping the chat I was talking about. Yeah, i'm watching, i'm keeping an eye on it. Kind of just blabbing to fill time as I look at the chat. I was just have you ever flipped tail numbers and stuff? What do you mean?
Speaker 2:No, I haven't done anything. I don't know anything about what you're talking about. Okay, yeah it just makes sense, though, because we deal when we buy new airplanes and things like that. I mean it can sometimes be. It's an interesting process.
Speaker 1:You have.
Speaker 2:N numbers on an airplane that you bought. But they want the N number back And it's just a thing. They want their N number. That's on the airplane, so they go buy you a N number to put on it after you buy it. It's just crazy.
Speaker 1:They want to sell the plane, but they want to keep the tail number.
Speaker 2:Yes, very common.
Speaker 1:I've been learning about this this week. I never gave much thought to it Until. I was just like you know what, I should look into this so we have something to do on the episode.
Speaker 2:Yeah, you did.
Speaker 1:I went down this rabbit hole of aftermarket tail numbers, markets and stuff.
Speaker 2:You just need to come up with some valuable ones that somebody wants to buy from you one day.
Speaker 1:Yeah, well, I've seen the websites where people sell them. It seems like a lot of people bought all the ones that are worth wanting.
Speaker 2:Yeah.
Speaker 1:And they probably charge more for it.
Speaker 2:Right.
Speaker 1:I don't know. I said I'm at a price on that three digit number that I'd like to have, just out of curiosity See what they come back with. Putting some feelers out, some emails. Maybe get one of these guys on the show.
Speaker 2:Yeah, give us the scoop. Yeah.
Speaker 1:Because they had some single digit number with two letters Tail number is on there. All the billionaires put on their helicopters And I'm just curious what those go for.
Speaker 2:What I think is interesting is I believe Harrison Ford's DeHavilland Beaver is November 2, 8 Sierra And our Saratoga is 4, 2, 8 Sierra.
Speaker 1:Oh yeah, that's kind of cool.
Speaker 2:Yeah, i mean it is cool. I mean it's super cool. It's DeHavilland Beaver and basically has a call sign. That I've been saying for or had been saying for years Yeah, interesting, yeah. Yeah, i mean there's so much like crazy like micro things about call signs and radio etiquette, but it's like The the main. The reason you're making a radio call is to let other people know what you're doing. So if you want to omit left downwind Even though it should be or could be assumed, it's just. Why not just?
Speaker 2:say left downwind in my and I know that you're on the other side of that, so I'm not saying like you're doing it wrong, but it's like that's my perspective on it. You know, it's nothing more for me to just say left downwind or left base, that's just my thing.
Speaker 1:I feel like, though, if you're, if you're flying Stuff like Scott flies, you do sound more love a dweeb saying that. Then if you're flying something like a leer or something more serious, you know what I mean.
Speaker 2:But that's just. Yeah, that's all in your head, though You can also sound like the most professional 150 pilot there is if you do all the other stuff.
Speaker 1:Yeah you the part if you don't make a radio call you're flying a 150 at your own grass strip in a field You fit the part 172, or even like a super cub or something I'd be like That's a lot.
Speaker 2:Was it gonna go over the top? this guy ever Supercut over the day job and he's flying aside here.
Speaker 1:What's going on?
Speaker 2:I'm gonna be the full call sign, full aircraft type every time when I have a super cub. I say super cub every time, every time sick.
Speaker 1:Well, yeah, just to say super cub over the radio make everybody jealous. I looked up one eight Papa Alpha November. One eight Papa Alpha.
Speaker 2:Okay, not available.
Speaker 1:I imagine that that'd be cool. Yeah, super cub though.
Speaker 2:Yeah, why not? why not eight one Alpha Papa? They just that'd be transposed completely.
Speaker 1:Yeah, i don't think a lot of people get it, though.
Speaker 2:That's a reach I know I almost couldn't even say it to reach, yeah, those things, although, like I get it, that's not what I want. Like I want meaningful things to me. Like you know, i would do stuff like with my kids names and stuff like that, you know, yeah.
Speaker 1:Okay, you pull rumble chat up on your computer.
Speaker 2:Lay, i don't think we sounds like a lot of work Okay pull another tab up.
Speaker 1:You got 13 inches of real estate on there, don't you?
Speaker 2:Mmm, I think I have to 11 dude.
Speaker 1:Oh, I'm not sure.
Speaker 2:Yeah, i Can't look at my password, because What could it be? So we got end of the registration code shown on your device.
Speaker 1:Ydge words, one we can talk about how to flare properly. Okay and Ian says when the runway begins to expand rapidly, it isn't bad advice, but as he states in the next thing, which really means nothing, Like once. Once you have enough landings on your belt to know What that saying means, you're beyond, probably needing that saying and that's all.
Speaker 2:That's also true. Yeah, the various student observation when I was deep, rob, that's deep, let's all write that down like I see it and I understand what he's saying, but if you're trying to explain to somebody learning how to land, it'd be worthless. So he how to flare land properly or flare properly.
Speaker 1:What do you say Then?
Speaker 2:you follow your when do you pull power?
Speaker 1:Okay, on the plane. Okay go on. Probably different than a skyhawk.
Speaker 2:That is true, but go on, and maybe not by much, but go on, okay. Well, i wish Jeff Danovich were here to have this conversation. See to he. I know he would instantly bring up. Well, the only time you do, 180 power-offs well. This is what he would say amon's in the chat.
Speaker 1:Still you, you talk. Well, that's true. I haven't seen him in a little bit entry level though.
Speaker 2:I mean so he. But Yeah, it would be interesting.
Speaker 1:Amen, if you're still in the chat, chime in if you remember Lee talking about that.
Speaker 2:But so what is your perspective on that, though, rob?
Speaker 1:um, pull power And it depends on what I'm flying. When I was doing the arrow in my commercial.
Speaker 2:Okay.
Speaker 1:Like I'd leave a little power in until the wheels were on the ground.
Speaker 2:Like so I would say a hundred percent, do not ever do that now. Absolutely not, because in the rest of your flying career you will bus check rides and You will not pass upgrade training. If you're at an airline all kinds of stuff you absolutely never, ever, ever Land with the engine producing more than idle power.
Speaker 1:Okay well maybe that was just that wasn't only example, i thought because of the handful and that's fine.
Speaker 2:I'm not saying you're wrong.
Speaker 1:Oh, that was the only one that is no judgment on you at all.
Speaker 2:The only, only only time you would ever do, it is if you're doing a glassy water landing.
Speaker 1:Okay, yeah, that's a seaplane.
Speaker 2:That is the only time and that is obvious because that is part of the. That is As far as I know. I don't have that much seaplane time. You and I probably have similar amounts of seaplane time. Yeah um, so I Mean there may be an airplane where you do something different, but glassy watering. The technique is pretty, i would imagine, pretty universal. Yeah, you set up an ultra-high, stabilized approach at a low descent rate with a lot of power, and when you touch The water then you bring power idle.
Speaker 2:Yeah there may be something different somewhere, i don't know. Don't judge me if there is, but that is kind of the technique That is the only time that I know of. And maybe in rotorcraft, obviously you got power and all kinds of stuff. But in an airplane I don't know of anything. That is terrible technique unless there is something specific. But I will tell you for a fact in a 172, in a Cherokee, do not land any type of Cherokee, do not land with power on at all.
Speaker 2:Idle power, idle thrust only. The reason for that is, if you start that technique, then Primacy, the law of primacy. You tend to always retain those things longer and they're harder to beat out of you If you have them, if you're adopting them early on in your career, early on in your learning. The weight on wheels logic in a lot of aircraft.
Speaker 2:Well, in aircraft with weight on wheels logic, where there's sensors, there's wheel speed transducers that sense wheel speed on all the different wheels and then spoilers pop and thrusters can arm and all these things happen. Those all depend on the thrust lever being at idle. That is the first thing that you need to do to satisfy, other than letting the airplane hit the ground with the wheels. That should happen on every landing anyways, but other than that, you need to have the thrusters at idle when those wheels, or none of those other things, while any skid braking spoilers, thruster versus all of those things won't work unless you have those thrusters at idle. And I know during upgrade at the airline that I was one of the airlines I was at when I upgraded to captain that was one of the things they were specifically looking for is people landing with power above idle.
Speaker 1:Yeah, that point the instructor told me that just because it was a T tail and I guess it was kept some air over the rudder for stuff is why they said that. But every other airplane had flown. Yeah, not landing. Keep more air speed.
Speaker 2:That means you're coming in too slow. I mean. I've never flown a T tail arrow okay, but most of the things I've flown at this point are all T tail like I get it Most of the planes.
Speaker 1:yeah, I'm chopping the power early on, final to nothing.
Speaker 2:I think that's a bad excuse if it's loaded within CG and you're flying the correct approach air speed. I can't imagine that was in the manual. To land with power on, i guess, is where I would go to.
Speaker 1:Never looked at the manual.
Speaker 2:Well, yeah, there you have it I don't believe I ever flow that solo. I mean, if it was in the manual, then do that, but if I doubt it was, Yeah, most airplanes.
Speaker 1:I'm just to get back to the question I'm getting on final and as soon as, if it's in an airplane I'm familiar with, as soon as I know I have the runway made, i chop the power.
Speaker 2:So like, let's say, and we kind of go around and around about this, but like, let's say, you're on final, based the final in that kind of area, right, and we can come up with some attitudes if we need to fine tune the scenario. But are you gonna be fully configured before you decide the chop to power? or how do you balance out that drag and thrust profile when you're coming in to land? Is there a way you could maybe say something? or if you were in the role of an instructor, how would you be teaching, coaching somebody to kind of get their mind right about it?
Speaker 1:The 150, and I do this with 172s, 10 degrees on downwind. It's kind of a default because you should be slow enough to start adding flap in on your downwind anyway. I typically put the next notch in on base and then when I'm making that turn to final, I'm just playing it by sight picture of what I'm gonna do If anything on final. you see, if there's wind, weird winds and stuff sometimes I'll just keep it at 20.
Speaker 2:And land at 20?.
Speaker 1:Yeah, if I'm trying to think of putting me on the spot here.
Speaker 2:If That's all you guys do to me, so enjoy it.
Speaker 1:Yeah, I'm trying to think of it as a crosswinds Like. if there was like a bunch of crosswinds, it was gusty and stuff.
Speaker 2:Yeah, wind and gusty, yeah, I would just come in with a extra speed.
Speaker 1:I wouldn't put in as much flap. I don't want that controllability. I don't want the airplane to be not as much flap in it.
Speaker 2:Okay, yeah, i mean that would be all the guidance that I've ever known, land with minimal flap, setting obviously up to a point. But yeah, typically what you tend to do with flaps is obviously it lowers your stall speed and most manufacturers give you a graph as to like how that stall speed is affected with flap changes. But one thing a lot of people don't really realize is with an aircraft that's What do I want to say, i guess like pretty neutral, balanced. You know, your center of gravity is pretty balanced. You're in the middle of the, of the what do I want to say? Middle of the center of gravity envelope, the weight and balance envelope, right, so forward to aft. When you put those flaps down, what you end up doing is you end up moving. Well, i believe I'm sure Stuart Butz or somebody's going to correct me on this, but or Tyler Jared, probably anybody can correct me on this but I'm pretty sure you're moving the center of gravity or the center of lift, center of pressure, aft. So you have the center of gravity and the center of lift always kind of opposing each other, and what that ends up happening is you end up basically balancing the airplane better with those flaps and it's a stabilizing force So it does make the airplane craft more stable having flaps down. So that is a benefit as well as reducing the stall speed.
Speaker 2:So you have two things kind of going in your quarter. If you're always like flying, like so low, and it mild weights, a mild density altitude, you're not going to notice the difference ever. But if you're like worst case scenario, you're slow, you're heavy, high density altitude, you're going to sort of feel those effects of that stability. They're going to kind of the magnitude is going to, you know, increase. You're going to tell the difference. But other than that, like you're talking about the windy, gusty day, minimal flap setting is going to help. Just remember that your stall speed, your stall margin, is reduced. And like you said you said it absolutely right You're going to increase your approach speeds and your maneuvering speeds. You always want to be about 10 knots. You know buffer with your maneuvering at less than full flap. So those are all good like metrics to kind of commit to memory as you kind of do.
Speaker 2:Maybe more visual, you know wrapping around in the pattern If you're trying to do a short approach, like you know this quarter mile final and you know all these things which are fun and sporty and help everybody out in the pattern. But just remember your maneuvering margins. You know you bank that airplane up. You know your load factor goes up, which means your stall speed goes up and all these things they just compound. And then now your partial flap. So you know you're vastly different.
Speaker 2:Your total angle of attack, your critical angle of attack, is vastly different. You can't even picture it in your head anymore. Even if you're an engineer, you can probably barely picture what has happened to your critical angle of attack, the angle of attack the airplane stalls at when you're cranking it around. You got a high bank angle, partial flap. I mean just you have everything working against you. Your stall speed is 40 or 50% higher than what you're used to Like.
Speaker 2:I'm not joking. I think if you're at a 60 degree bank somebody could fact check this, but I'm pretty sure this accurate If you're in a 60 degree bank turn your stall speed is 40% higher than at, because at 60 degree bank you're at 2Gs. So at 2Gs your stall speed is 40% higher. I'm pretty sure that's accurate. Somebody could fact check it. Somebody probably knows the math on it, but it's just something to consider when you're a hot dog and you're wrapping it around, doing these short approaches which, don't get me wrong, are helpful and maybe can be courteous to other pilots in the pattern.
Speaker 2:Things like that, don't get me wrong, can be fun, can be safe and can help everybody else out. Don't get me wrong, that's all great. Just be mindful. You do those things and then, oh, you overshot and you kick that rudder in to straighten it out, or so you think, and your stall speeds way elevated because your partial flap, you're in a highly banked turn and then you kick that rudder in and you're like at 300 feet. You're never going to recover, that You know, if you go into a spin, and those are all the elements that people eat it up on. So just be mindful of all that stuff, i guess. But, yeah, on a gusty day, partial flap because it's less lift, Your wing loading is a little bit higher and whatever, but probably what you got.
Speaker 1:Let's read the chat here. Jared Johnson has fully embraced the new call sign. It says new handshake departure. Good morning, one whiskey. Whiskey, runway, heading 2000,. Climbing 3500. Maintain PFR, clear of Bravo. Makes me sad when I get this.
Speaker 2:And Ian says 91.123, always wins. What is that?
Speaker 1:I don't know what that is. I don't know what that is. Jared Johnson's saying approach one whiskey whiskey request, go ahead. One whiskey whiskey, one whiskey whiskey request, pop IFR clearance to whatever.
Speaker 2:Those are all sound radio calls that sound like to me.
Speaker 1:Yeah, he's just practicing. I don't know the exact scenario, i just like that he's using the new call sign.
Speaker 2:Yeah, yeah, he's more in tune with than we are at this point, one whiskey whiskey, yeah One. Whiskey whiskey, yeah Yeah One whiskey, whiskey two.
Speaker 1:Whiskey, whiskey three. It's like a country song.
Speaker 2:Yeah, right, yeah. The original question was what proper landing technique?
Speaker 1:Yeah, When the flare that was way up there.
Speaker 2:Energy management. Well, i can't see the chat at all, so if there's something else but energy I guess I need to talk less. But energy management, and that's just a scale that comes with time. You know we're typically in, you know, in the like the CRJ, like the 700 900, a little bit heavier and a little bit of a different way. We came in at about one degree nose up, one degree nose up to about level of the horizon And that would give us a three degree glide path And so in there and they're a little bit heavier, with a different way and stuff like that. But when you heard about 30 on the on the radar out to the call outs, you dropped the power and land. Crj 200, you know, was about two and a half degrees nose down. Embryer 145, that was pretty level I guess. But about at about 50 feet you heard that auto call out Drostlars, the idle, learjet. We do the same thing. We're pretty level on the horizon with the pitch attitude. That'll give us about a three degree glide path following an ILS or whatever or the Pappies Vassys. That'll give us a three degree glide path In about 50 feet. You can chop it.
Speaker 2:I typically wait till it's all about 30. I like to take that energy into the flare. And then, because my technique is a little bit different, you know, and I've talked about this before a lot of people look way down the runway. I don't do that so much. I do it sometimes, but most time I'm pretty close in, i'm not looking way far down, like a lot of people are taught, and I do do pretty good landing. So like I can't say anybody's wrong, but I know it works for me. So I tend to look in pretty close And that's just the way I've always done it. So I'm not I'm not saying that's right, i'm just saying that's the way I do it And maybe I would be better and more consistent if I did look further down. I don't know. So at about 30 feet, when it calls out automatically I'll, then I'll chop it idle.
Speaker 2:But energy management is a huge thing in. It just takes time in the seat to figure that out. In the airplane you're flying, you know I've talked, i think, last year, when I was getting back into GA after years of not flying GA. It took me hours, probably five hours, of just nonstop takeoffs and landings, which maybe I probably did. I don't know 2030, 2030 landings that way to get back comfortable, just because my energy management what do I want to say? like my energy management perception was accustomed to the leer in my site picture, of course, was adjusted to the leer and jets and stuff and not the Cherokee that I'm flying to the, to the, you know, to the lake house. So it's like you got to relearn and you got to fly what you're flying when you're flying it And I like big picture stuff, but when it comes down to brass tacks, eventually you've got to be like okay, i'm gonna land on this thing, not that thing.
Speaker 2:You know I got to land this airplane not what I fly for a living, and they're vastly different. I was coming very, very flat. I was, you know, a couple of times I came in, basically nose gear first was the first thing to touch, but I mean like right now I split second, so very, very flat, and then it then, as I honed it in, understood the difference in the site picture again just got reacclimated. You know it would be like the mains first, still the same you know type thing, but it would be mains first, then the nose gear, and then I just kept dialing in back and back and back till it was I'm getting back in more than that full stall. And there's a reason. Instructors teach that, which is just tough when I'm like, okay, i can do good landings in my airplane. They're playing a fly for a living. Now I need to get back in tune with this and it is just different. So, but there's a reason. So yeah, do all that. But energy management is the big one, i think.
Speaker 1:Lear jets vastly different than a Cherokee.
Speaker 2:Yeah, and I tend to land flat. I tend to land very, very flat And that's just my technique. And maybe that's my technique because of me looking in close versus way down the runway, i don't know. But I tend to get pretty good landings without any other negative side effects.
Speaker 1:So yeah, ian says the reauthorization bill from the house with limited commercialization of N numbers should free up a bunch. It's interesting Yeah.
Speaker 2:There's a lot of stuff in that bill, isn't there? I don't know all the things in it, but I just saw that the house, i think, is passed at least bringing the bill to the floor for raising the mandatory retirement age for airline pass from 65 to 67. Which I know Europe, i think, is mostly already done, if not all of them, so it was only a matter of time here. So that'll help some of the retirements at the airlines.
Speaker 1:Then Aiman chimed in. Believe it or not? we asked, in lieu of Jeff not being here, being your former student idol when you determined, the runways made Yes, That's what I said yeah, and I think there is a time and place.
Speaker 2:But in a private pilot, i all, what did I just say? like five times energy management, oh yeah, nothing gets you more in tune with energy management than basically power off 180s. That's all that is about. Yeah, yeah, yeah. But also knowing the airplane, because that you're doing power off 180s on a commercial in the CFI And what are you trying to show?
Speaker 2:You're trying to show mastery, you're trying to show that you understand this drag profile and spacing, timing, all these elements and you're trying to mash them together and make it work. And I try to just instill that understanding because I have seen so many people just do this three degree glide path in their singling and zero singling and moony, and it's like dude, if that engine fails on you. One, you have no idea how quickly that airplane is going to drop like a freaking rock. No clue, that's one And two, even if you do, even if you are good at at understanding how quickly it will drop, is understanding and knowing that it's going to drop like a rock doesn't do any good If you're in a position where, if it, if the engine fails, you're still going to crash, you're going to lay, in short, of the runway.
Speaker 2:I understand flying an ILS to minimums in. You know it's a low overcast ceiling. Those are things you are accepting And that is the likelihood of what is outweighing what you know the benefit of shooting this ILS to minimums in a single engine airplane, or the fact that if the engine fails while I shoot this ILS, i'm going to come out the bottom and land in a farm field or on top of the building. You got to weigh all those things and I get all of that too. But to make it your everyday SOP to just fly this three degree glide path in your single engine airplane, i think is doing you a disservice.
Speaker 1:Yeah. In my opinion, Yeah, all right, we're coming up on two and a half hours, so we got to shut this operation down. Thank you, everybody in the live chat.
Speaker 2:Yes, thank you.
Speaker 1:We'll probably do two or three more of these where we're all remote again before I get up to Ohio towards the end of July and hopefully we can continue on continuing on. Lee has talked about doing possibly up to like five episodes a year. We got a few in the books of like Lee Griffin one-on-ones. I think he gets frustrated, scott and I, on some of the guests we've had, of us derailing the conversation and not getting as good a stuff. So we may be adding that to the show which, if we could get five a season, that would save me a trip up to Ohio each year, which would be a good proposition. I think it'd be interesting too to see Lee be able to, as he puts it, extract information without having to deal with Scott and I out of some guests that have some knowledge. But we'll see how that goes.
Speaker 2:Look forward to that. Stay tuned, stay tuned for that.
Speaker 1:You got your microphone back now.
Speaker 2:It was at the recording location. It's back at your house now.
Speaker 1:Yeah, thanks for hanging out in the chat with us. Thanks for listening.
Speaker 2:Yes, thank you.
Speaker 1:Take care everybody.
Speaker 2:All right, see you guys. Bye.