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 | Lee Experiences A Power Failure | N151WW
Are you ready to take off on a thrilling journey into the captivating world of aviation? Strap in as we demystify processes like reserving tail numbers with the FAA (yes, we have our own official one - 151 Whiskey Whiskey) and navigate the high-stakes communication between ATC and pilots. We promise an informative, engaging, and exciting conversation ranging from the trials of aviation life, to the nitty-gritty details of Bore Cycle's parts.
Imagine trying to get flight following over Lake Michigan, and now imagine being told ATC is too busy to respond. That's a reality we explore, discussing the challenges of communication in high workload environments. Always prepared, we also talk about unconventional safety measures like life jackets and milk jugs as flotation devices, and the importance of a solid audio setup. After all, the last thing you need during an emergency is a microphone glitch.
And speaking of emergencies, ever wondered what goes into handling an engine failure? From static brake checks to the use of the accelerator pump, we lay it all out. We also delve into the importance of honesty in admitting the cause of such a situation, and the precision needed with fuel selector valves. We wrap up with a little fun - sharing stories of our favorite drinks and basics of aviation math. A splash of Coke in rum anyone? Join us for this riveting conversation, and let's take to the skies together!
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Letty in the line of the four watching, so five.
Speaker 2:I see five.
Speaker 1:Man.
Speaker 2:Check it out.
Speaker 1:Andrew Wick howdy fellas.
Speaker 2:Hey, andrew, how you doing man?
Speaker 3:What's going on?
Speaker 1:John Wick was his uncle. We established with Ian.
Speaker 2:Right, ian Episodes. Yeah, I think it must be it's only logical.
Speaker 1:Yeah, okay, I sent out the email, so we should be good. I'll just let the watchers roll in here for a little bit and I actually have a surprise, a little surprise for you guys, oh.
Speaker 2:I have a lot of surprises.
Speaker 1:Yeah, so.
Speaker 3:Christmas present.
Speaker 1:Yeah, we're gonna do an episode. We're basically it's gonna be a radio communications episode coming up here. Well, when this comes out in the podcast, it'll be have been last week. This will probably be filler content, okay, and whatever we're doing that, whatever we're doing radio comms, we're always either using Scott's tail number or I'm like we're randomly trying to think of random tail numbers that may or may not be somebody's.
Speaker 3:Mm-hmm.
Speaker 1:My old tail number. You're trying desperately not to use, accidentally, say, a company call sign, that sort of thing. You know.
Speaker 3:Mm-hmm.
Speaker 1:So I have reserved us, through the FAA, officially, a tail number so we can use it and know that it's nobody else. We're not saying somebody else's tail number, we're not using accidentally, saying the wrong tail number, so it'd be like the official tail number of the show, like whenever it's come up. You know what I mean. Yeah, yeah, so 151, 151, whiskey, whiskey.
Speaker 3:Nice.
Speaker 1:Nice. So that's the call sign, that's the tail number we're gonna use on the show whenever it comes up, whenever you're like, real quick, we need to like. It's not gonna be habit at first.
Speaker 2:I wrote it down.
Speaker 3:Yeah, I was gonna say I need to write it down, even though I should just remember that cause it's pretty easy.
Speaker 2:Yeah, should roll right off the tongue 151 Whiskey Whiskey, november 151 Whiskey, whiskey.
Speaker 1:It's not registered to any plane, it's just reserved with the FAA, so we can throw any plane we want for an example and use it. A very versatile tail number for us.
Speaker 3:Yeah, eventually I'll throw it on an aircraft you know yeah.
Speaker 1:Probably a powered parachute or like a weight shift control on amphibes or something.
Speaker 2:Yeah, whatever, you can always transfer to the next thing you know as you graduate up or whatever, just transfer to the next thing.
Speaker 1:Yeah, like one of those. It's a matter of just getting some wire cutters and popping a zip ties and you can change the tail number on it, you know it's not like. It's a paint job, right.
Speaker 2:Yeah, tyler said that it's a list is 127 not 137. It's 137. On what we're recording here, though, which I guess oh is it. Did you put it wrong and rumble Good catch.
Speaker 3:Tyler. Uh, andrew, we do sell off road parts at Bore Cycle. Just depends on what you need. We got a little bit of everything.
Speaker 2:Customer service is great over there too. Effort.
Speaker 3:It is now we actually just close to the public, so Officially. Well, we put signs out, but it doesn't stop everybody.
Speaker 1:Yeah, I still got the old timers right then.
Speaker 3:Yeah, so you get the people that, oh, those signs don't apply to me, you know.
Speaker 2:Yeah, yeah, yeah. Everybody thinks that, yeah, yeah, no sign means me.
Speaker 3:I've talked to them before. They know me, so it doesn't mean me. Yeah.
Speaker 1:Yeah, right.
Speaker 2:I called it earlier? Yeah, I called it a couple years ago. That's not me.
Speaker 3:I bought parts off you 10 years ago. Oh, oh, yeah, yeah, come on in. Right, right, right.
Speaker 1:We got 20. I should have 23 watching now. So yeah, 27 I see.
Speaker 2:It's rolling.
Speaker 1:The rolling in. Now we just I just surprised Lee and Scott. I think it's called reserve the tail number.
Speaker 3:Yeah, your reserve yeah.
Speaker 1:We're about to do this sample flight and whenever we do these radio communications examples, we're always trying to come up with a tail number and stuff to you. So I reserved one so we know we're not accidentally using anyone else's tail number. So we got 151, 151 whiskey whiskey. So November 151 whiskey whiskey will be the call sign for the episode coming up here and future examples for the show. I just think it. I just thought it rolled off the tongue nice 151 whiskey is actually somebody already had it. It was P51 Mustang Nice.
Speaker 2:Well.
Speaker 1:Yeah, so that's worthy cost too.
Speaker 2:Yeah.
Speaker 1:We're the two W's 151, whiskey, whiskey.
Speaker 2:I like, I like where you went with that. Yeah, I appreciate that.
Speaker 1:I was rolling those brainstorming when I got it and it's like, just like this, you know what? This is probably the one.
Speaker 2:I just like I'm impressed, but I also like I don't know like how much time do you really have that you had to find out that 151 whiskey was already taken and that you even want to do this in general, I might probably I spent a few hours on it. A little little concerning to me.
Speaker 1:Yeah, I thought it was worthy for you, as long as we keep it for a while.
Speaker 2:Yeah, no, you're right. You're right. I'm trying to figure out how to make my screen stay on so I don't have to keep messing with it. My phone.
Speaker 1:Hold on. I just pulled a Lee coming into a class trial the airport. They called me twice and I told them hold on, we're doing things Nice. How did it go? Yeah, how did that? How did you do it?
Speaker 2:Any more, please, and I also by me. Some time is gotta figure out how to keep this screen from turning off.
Speaker 1:Tyler. Tyler says bravo for whiskey. They wouldn't let you do that, though. You gotta have the if you. You have two letters, but they gotta both be at the very end.
Speaker 3:Yeah, I think you're right.
Speaker 1:Mark, yeah, oh, I know.
Speaker 3:I know they definitely have to be yeah.
Speaker 1:In the US. Anyway, you can have up to two letters in your tail number in the United States, but the letters have to be at the end and you cannot choose the letter O or the letter I, because they can be mistaken for a one or zero. And then what's the other stipulation? You cannot start your tail number with a zero.
Speaker 2:Right, yeah, okay, I think I. I think I got that figured out there, so that's hopefully helpful.
Speaker 1:Aviation. Mike said he, he, he held until I called him back. So that's good. Pulling the Lee worked in that situation.
Speaker 2:Yeah, I mean, and I'm not. I'm not saying that's always the thing, but they also. Sometimes it's nice to not send a message. That is the wrong phrase, but they need to understand that we are the other side of their job and when we call them, how was it, how annoying is it when they just gave somebody an IFR clearance or some type of clearance and you know the other person needs to read it back, but you just jump in there anyways, like people do that all the time and it's super annoying to them, I'm sure.
Speaker 2:So them, when you are in a high workload, relatively speaking, point in time, and they're gonna ask you and query you multiple times without, without a response. They, that should be like kind of their go-to thought process is all. They might be busy, because that's what mine is, when, when they're doing something and I and I check on and they haven't gotten right back to me. I just heard them talking to somebody. They'll get back to me and if they don't have for a long time, yeah I'll, I'll say something, but it doesn't seem to be. Boom, boom, boom, rapid fire.
Speaker 1:Controlled towers are typically working more with two flight crew members, which is more common to get an immediate response when it's two people. To talk to one person in theory is probably what they're. I'm just trying to think what's going through. Why is there stipulation that ATC won't immediately get always get back to you, but ATC, like the pilot, should always immediately get back to ATC. I'm just trying to figure out why that's out there in the consensus.
Speaker 2:I don't think that they think that. I assume that they are. Probably they don't think that we are multitasking to the degree that they are, because they are clearly most of the time multitasking more than we are. When we're en route for long periods of time we're not really doing that much, just monitoring or systems monitors. At that point, when we kind into the terminal environment we have, we start having checklist to run and configuring to do and mental math we're doing, you know, to be configured on speed and get the flaps down, gear down, all that stuff, not break any limitations, comply with all the regulations as best we can.
Speaker 2:And then, especially right after we land where you're in this, which is where I have seen it the most, you know they want you get off at a certain taxi way and it's not really feasible for you because you know you you're transferring, you know control ability of the airplane from wings and control surfaces to rudder and you know nose wheel steering and brakes and those sorts of things.
Speaker 2:So you kind of traverse a little bit of a area where control ability is an issue, especially there's any runway contamination involved, and you're trying to keep.
Speaker 2:You know you, you know you're, you're trying to keep on top of all those things. They want you to make a certain taxiway and that is not really in our that's not even our sphere of thought at that point in time, as we make callouts, you know, in the transport category, where we have callouts and things we need to, we're saying and relaying to each other, as you do, all the decelerating to get down to taxi speed to turn off the runway. If you don't have a high speed but a high speed taxi, like one that goes at like a 45 degree angle or 30 degree angle off the runway, if you don't have one of those, you need to get down to taxi speed to turn off, to make that 90 degree typical turn off, and there's a balancing act that needs to happen there. And that's where I've seen it, that's where it's happened to me the most the multiple yeah, I just remember I was coming back from Appleton, wisconsin once, over Lake Michigan.
Speaker 1:Try to get flight following and they just ignored me. To understand 150. They're probably too busy for my nonsense, but it would have felt better going over Lake Michigan. I did not know about, you know, milk jug safety back in those days.
Speaker 3:Yeah, it's gonna say did you have your milk jugs with you? I didn't. You had no milk jugs at all.
Speaker 1:No, I mean, if you only, if you only Coast Guard approved life jackets.
Speaker 2:Yeah, I mean and those are worthless yeah yeah, what's what?
Speaker 3:what are you gonna do with those? How are you gonna even yeah?
Speaker 1:that's what I was thinking.
Speaker 3:Oh man, amateurs.
Speaker 2:Yeah, doubles the seat cushion, I guess.
Speaker 3:Yeah, I guess you could sit on it on your way down.
Speaker 1:Yeah make you feel better?
Speaker 3:Yeah, well, you could put it in front of your face so that when you it's like an airbag, like an airbag.
Speaker 1:Yeah, would a milk jug work for that? Maybe not as well for that.
Speaker 3:Well, the milk jug I mean yeah, it would work for that too, but the milk jug would work as a flotation device. Afterwards I was doing an insulation in my house, very versatile you guys know this.
Speaker 1:It's called great stuff. It's like this foam in a can.
Speaker 3:Yeah.
Speaker 1:Yeah, yeah. If you filled a milk jug up with that, imagine how like a bunch of a safety device that would be.
Speaker 3:Yeah, you wouldn't have to worry about it.
Speaker 2:Yeah, breaking and clutch, and then you could handle the impact you know, you just write Boston whaler on the side of it and you're good to go.
Speaker 1:I got stickers, I got stickers, I got stickers. There you go, just stick your head on there.
Speaker 2:Yeah, buy yourself a cricket and make some decals. Boston whaler decals on the side.
Speaker 1:Need more volume for Rob. Oh, is my volume low.
Speaker 2:You are a little. You are a little quiet.
Speaker 1:Really, how do I sound now? Is it good for you guys?
Speaker 2:Yeah. How do I tell them?
Speaker 3:I love this setup because I can like move around and I can still talk right into the microphone.
Speaker 2:I know I'm really actually jealous.
Speaker 3:I can lean back in my chair. I can look this way. I can look this way.
Speaker 1:Well, you're the pilot on the upcoming episode.
Speaker 3:I can keep talking the whole time and it's just perfect. I think this is the setup we need.
Speaker 2:I agree, I'm so jealous.
Speaker 1:I crossed my mind. We have to get better quality ones than that, though they make broadcast raid.
Speaker 3:I think it's fine. I paid like $15 for this thing, all right.
Speaker 2:And that included the extended warranty.
Speaker 3:Yeah, yeah, it's just top shelf, top of the line.
Speaker 1:Okay, we got to find some non-boss ones though, because I don't want unless they're sponsoring the show. I don't want the free advertisement.
Speaker 3:You know what I mean.
Speaker 1:We could always cover up their name.
Speaker 2:As much as people see the side of our head, you know.
Speaker 3:Yeah, shut up, tyler, don't tell them that yeah.
Speaker 2:Jesus Tyler, God D-rail and the whole thing, definitely.
Speaker 1:I know it's terrible. Okay, I mean we could get a start on episode here.
Speaker 2:Do we have. Well, if not, I have like a little story that I'd like to share.
Speaker 1:Go, go go.
Speaker 2:So we were gonna. Scott, I got to stop breathing.
Speaker 1:Though that was me, I'm sorry. No, scott, I'm gonna stop breathing. No, that may have been me.
Speaker 2:I think that was me, I'm not sure. So my family and I were loaded up in this Cherokee that I used to fly to our cottage. So we pull it out, do a quick pre-flight on it. All the normal stuff, control surfaces, fuel oil drain, the sumps, just general condition inspection. Make sure they still hooked up right and moving right. It wasn't a hack thing Like I did a pre-flight, right. Okay, so we go get in, we load in, we load all our stuff, get the kids loaded in and we go in and I do the normal pre-flight checks, like in the interior get the DG set up and make sure everything's good, interact and correct and all the normal stuff. Get the GPS going and make sure the frequencies are right, the volume is good, audio panel set up. I checked the fuel selector, I checked fuel, proper tank and then so I take the fuel selector and I so this is right. After I start up, like 30 seconds or less after I start up, I'm looking basically engine starts, I'm looking for oil pressure, make sure everything's good. Quick scan, set my DG or my heading indicator and fuel selector valve on the fullest tank. So I do that.
Speaker 2:We get taxi and we weren't even moving yet right. So we get moving and taxiing. It's a pretty short taxi but not like the runway's right there and I do a run up mag check, carb heat test, everything's good. Check oil pressure, gain, oil temperature and then I bring from 2000 RPM, which is where I did the mag check and the carb heat test. I bring the power back and idle just to make sure it will idle. I want to make sure it's a good idle and that's typically kind of my sign that it's going to be. It's warm enough for takeoff. I'm not even registering much oil temp yet.
Speaker 2:So then, as I recommend to all of my students primary students when you're going to go, do your first flight of the day, basically treat that takeoff like a maximum performance takeoff If you haven't flown in a while, and the airplane's sad this that the other thing. So I do a static. Brakes are set. I'm holding the brakes. We're on the runway now lined up to takeoff. I do a full power check gauges, brakes release, get rolling down the runway, get about to rotation about. I saw about 50, 55. I mean I had already started pulling engine quits.
Speaker 3:Really.
Speaker 2:Yep.
Speaker 3:In a light coming.
Speaker 2:Yeah, well, that's what I thought, because my family's sitting right behind me and I noticed, as I brought the power back from full to idle so there's somebody in the pattern I mean I can't. I can't really like spate, like I'm not good at storytelling, so that's why I suck. But so when I know there's a bananze in the pattern, but in the moment the engine just failed, I'm coasting down the runway. You know, 50 miles an hour probably. By this point I'm trying to think okay, it just rained a shitload of rain. I don't want to take this thing off the side of the runway cause it's going to get stuck and cause it's low spots on both sides. So I'm thinking this guy's going to and it's pretty, it's strong out of the north on this day. I'm just doing so. I know they want to use this runway. I don't want to ditch it in the side of the, off the side of the runway.
Speaker 2:But I noticed when I bring it from idle or from a full power to idle that the engines kind of does like a little, like a little hiccup, and picks up power again. I'm like what's going on there? So I jam it in again and the accelerator pump squirts fuel back in. So I basically accelerator pumps, I just I'm just running throttle open and closed to keep the engine at least turning over, to give me enough thrust, and I mean I'm, I'm really working this, this throttle, to keep enough in our RPM in to give me thrust to get off the runway at least so I get clear of the runway.
Speaker 2:And it was pretty pretty long run, um, probably, like I don't know, maybe 3000 feet to the to the first turn off. So I get there and the fuel selector rattled, not necessarily too off, but off enough that it was. It was so when I reset it in the detent it was off just a little bit. It was a brand new fuel selector. I mean, I've flown the airplane, it's been flown several times since the fuel selector was installed, but it's really I don't want to call loose, it's very fluid. It's the way I want it to work.
Speaker 2:But I just wasn't precise enough in my placement of it when I put it when I did my fuel fuel proper tank and it was on the proper tank. But I always like move it and then move it back. I don't know why I do that, maybe I shouldn't do that, but I liked that. I like to make sure that it's in the detent, but in this case it was just off enough and it rattles off of that detent. Um, just enough, somewhere or another. Or I bumped it and uh cut out and it's just like the simplest, the stupidest, simplest thing you know could have got me. What if that would have happened a minute later?
Speaker 3:a minute later.
Speaker 2:Yeah, 30 seconds later. So it's like one of those things, all these things go through your mind and it's like a such a freak like uh occurrence. But it could have been a freak accident.
Speaker 3:You know it's really, really crazy. So do you all get back in the plane and take back off.
Speaker 2:We never got out of the plane. I was very confident. And then what I did is I did a longer once I got it firmly and I wiggled it both ways from the detent to make sure I was like firmly in the in the detent, um, better than I was the first time apparently. Um, firmly in that detent, no, sloppy, either side was, it was perfect. Um, then I did another full power run up, did another mag check, no, another car Pete and I let it basically run at like a thousand RPM for I don't know, probably 45 seconds to a minute, guessing. Um, I was confident that the the fuel lines were, everything was fine. So it's just the time it took from when I started up the engine to taxing out, even doing a mag check, uh, and then doing a full power run up, checking gauges and then brakes release and then get all the way to 50 miles an hour going down the runway and all of that was that's what the fuel that was in the line. No-transcript.
Speaker 2:I guess, I don't, and I guess I don't know when it rattled fully from just off the detent to off enough to quit the engine. I guess I don't know when that happened exactly, but I'm assuming it's when I placed it Not firmly enough in the detent. Shortly after that, you know from the taxing, the vibe like bouncing and harmonics of the taxi, I think, is what I presumed it. But I don't know for a fact. So I guess I don't know when that is, but in my mind I'm thinking that it happened around when I placed it, thought I was placing it in the detent and if that's the case, I mean it's probably a solid two minutes.
Speaker 3:Yeah, you probably go two minutes after you shut the fuel off, I would imagine. Yeah.
Speaker 2:But a lot of that two minutes was already at a 2000 rpm for the run.
Speaker 3:That's true.
Speaker 2:Taxing. And then I did a full power static run-up on the runway and Then went to 50 miles an hour. Yeah so that's a fair amount of fuel consumption.
Speaker 3:Your wife wasn't concerned about taking off after that.
Speaker 2:Oh, she's like we're good, right. It's like yeah, yeah, okay, Nicole would have been.
Speaker 3:She went out of that plane and never back in it again. I'm glad it didn't happen to her then.
Speaker 2:It was. Normally I would have been a lot more like, hey, we need to look at this thing, all that kind of stuff. But I was so sure because when I grabbed that fuel selector and I'm like, when I looked at it there, because there's a little bit of that parallax error Like I can kind of see the line where the detent would be, and I'm looking at it because you're, you're high above it and off to the side in a pipe or it's on the left side wall and I'm looking at it. I'm like man that looks On like on the line, so I take it and I just give it a little bit of pressure back towards line because, click, I'm like you got to be kidding me, you got to be kidding me. And so then, and then of course I was, I did a longer run-up and a high-power run-up and all that stuff. Again, it gave it a solid 45 seconds to a minute at idle, just to make sure, as best I could, that everything was good and I was pretty confident I found the source. If I didn't, if I wasn't confident that I found the source, I would have treated it completely different.
Speaker 2:Let's take it back. Carb. Look, you know, prime, make sure the primer system isn't, you know, bleeding in there, like I had no idea at the time. And that's just one of those things like I can talk, we can talk, everybody can talk about, like what you do when, and it's like I used the accelerator pump to get enough fuel Out of the fuel bowl or whatever to get well, that's the primer I guess.
Speaker 2:But I used, I used the accelerator pump to keep the engine running, to get clear of the runway, like I didn't think about like In the air. You know I typically teach like a flow. You have an engine failure, carby mixture, primer fuel, proper tank. Those are kind of your big ticket items. I didn't think any of that stuff. I didn't think any of that Rollin and I'm on the ground. I'm already on the ground About as safe as safe can be, all things considered in. None of those things cross my mind. And maybe if I had the from the time it happened, the time I got off the runway, I Couldn't put it in seconds for you but quick. But if you're in the air and maybe you actually have more time to diagnose in the, I mean, I guess you do, but depending on when it happened.
Speaker 3:I mean it happened.
Speaker 1:You might have checked that if you had, or a 2,000 feet and that happened.
Speaker 3:Yeah, you definitely want to get the engine running more than solve a problem if you were, or anywhere Other than like right after takeoff. I feel like you'd have time to figure that out. But if you're, if you're 100 feet off the ground, you're not fine. In that you're not, you're not troubleshoot at that point, yeah.
Speaker 1:Yeah.
Speaker 3:I mean, you're just looking for somewhere to ditch that thing at that point right, right, exactly.
Speaker 2:And then and that's somewhat the mode, unfortunately, that I was in Because I had this order, I had limited options, kind of there's a guy coming in in a bonanza and it was a wet off both sides. I couldn't just ditch so and I guess it doesn't really matter, like what I really did. But, um, my thought was I need to get this thing off the runway so this dude can land. That was like my only thought. And me, you know, I don't know, but it's just weird how you can talk about all these things that you plan and in you and you chair, fly and whatever, and then when something happens, and then when something happens in the moment, how much of that knowledge is just like whatever, I'm just gonna, I'm just gonna meet the need right now and not go through all of these steps Like you guys are saying, right after takeoff. You're just gonna land on that golf course, hopefully, or whatever is right there. You know that farmers field, so you were taken off to the north.
Speaker 2:Okay, so what would you have done?
Speaker 3:a clip here, so you're at 100 foot. Um that one I mean.
Speaker 2:Yeah, so it would have been Basically try to get it back down. If not, I would have tried to, like knife, edge it back over and land, uh, to the west.
Speaker 3:Yeah.
Speaker 2:Wow. Yeah, all it all would have sucked. At that point like you're basically, but then I would have looked awesome this way, I just looked stupid. If I would have pulled that off at 100 feet, have an engine failure and then land on the other runway, then I'd look awesome.
Speaker 3:Yeah, if they. If it went to that point, I would just turn the fuel valve back on and then be like I have no idea, it just quit on me, you, because you don't want to be like oh, I had the fuel off, you know that's yeah, that's embarrassing, so you'd just be like yeah.
Speaker 2:I have no idea, I think. So I talked, like you know the mechanic was working on it and, like we had, he's like, oh, I saw that all happen took three years off my life and I'm like it's not your fault, it's just it's like it functions the way I'd want it to. It functions like it's a well oiled, you know piece of Mechanical thing. It's not this old clunky plastic Fuel selector and like a newer piper. It's a solid metal handle and the fuel valve works really, really great.
Speaker 2:But the only issue with that that I found, which I will now be more careful about, is that it is you need to be very precise in your placement. As soon as it clicks to that detent, you're done. You know you're absolutely done and make sure that it's there. But I learned and Thankfully not the hard way, um, you know, of how that one feels now and how it, I guess, functions, and maybe one of the pitfalls of being so it just feels like lubricated, I mean it just feels like a very good Free movement which I, which I like you think that's how they felt originally.
Speaker 1:It's just now. They're all so old, the ones we're using that man, I, I don't know.
Speaker 2:I've never felt any fuel selector valve that has felt as free moving as this one does. I like it, but that's something to I mean. I guess that needs to be thought about. You know, yeah, I, it's not like. I feel like if you had it firmly in the detent and go through your turbulence, that's going to go to off. I'm not in fear of that at all, but it is a very solid. I mean I, I now I don't want to go like Anything past, like as soon as that, like Get it moving and then almost have no pressure on it so that when it stops, like put no effort into it, so that when it stops, when it clicks into the detent like your, it's got enough resistance to your hand stops. I don't know how to really to say that, but it's I just you can't put any real muscle into it or you could easily take it past the precise detent and it would turn off. I don't know, it's scary.
Speaker 2:Yeah, yeah, I mean, it opened my eyes, that's for sure. The other question is.
Speaker 3:You said you pulled on the runway, held the brakes and then released them. You taught me not to do it that way.
Speaker 2:You on a soft field takeoff.
Speaker 3:So what's the difference?
Speaker 2:well, you don't want to sink into the mud.
Speaker 3:I was on a concrete, okay, but Either way, I still feel like If you pull down to that runway and kept your speed going as you added the power, full power you're gonna be better off than stopping breaking full power.
Speaker 2:So okay, so if you are an out, if you are very, performance. If you're performance limited, yeah, in the case if your performance limited and you normally suspect your engine and everything's gonna be fine. Your best case scenario is yeah, keep the momentum, especially in your case where you're kinda doing a 180 degree turn and then going.
Speaker 3:You and I actually tried it both ways in the 150, because I did the brake hold thing and you said, no, I don't do it that way. And we went and did it both. I don't know if you remember doing it, but yeah. The rolling start definitely works better than holding the brake.
Speaker 2:Yeah, you're taking five or so miles an hour into your takeoff roll that you ordinarily have. This case not having obstacles, not really. You would be 90% of the time correct. That would give you the shortest takeoff roll and I mean without getting out any significant scientific measuring equipment and stuff, I'm pretty sure that's the quickest way to get off.
Speaker 3:Is the rolling start. Yeah.
Speaker 2:The rolling. Yeah, I'm sure there. I'm sure somebody can Google it and they'll find stuff that says otherwise, but done in a lot, I've always felt that's been the best. In this case, I wanted to make sure since this airplane doesn't get flown regularly, I wanna make sure I got a good scan on the engine instruments that was developing full RPM, oil pressure, oil temp, all that good stuff. That, in this case, was more important to me than every single inch or second off the ground, cause you and you're like, what you and I were demoing is like I only have 1500 feet and I got an obstacle off the end. How am I gonna do this Me? I had 4,000 feet with no obstacles, so like I treated it differently, really better, yeah, no, and yes, your way, the way you're describing, I think, would have been better for me getting off, but the the-.
Speaker 3:The thing you would think, the thing you would think it off sooner, yes, right, yeah, yeah.
Speaker 2:and I mean, and if I did, I would think I would have had it that way.
Speaker 3:Yeah, even if you were 10 foot off the ground, you probably would have had it on the front later.
Speaker 2:Yeah, yeah, but yeah, you don't wanna get in that position, but yeah. So that's just the most recent exciting thing that's happened to me.
Speaker 1:Yeah, that rattled me yeah.
Speaker 2:I don't know that it would, because I wasn't that rattled. I'm more upset with my I am trying to self-diagnose that why I didn't go through kind of like the normal steps Now. Granted, I was actually doing something, so my faculties were much more constrained than they would have been. I think, like in the air, you have a little bit of time. The emergency or the only thing you need to do then is try to get the engine running, because you have some altitude to play with. Once you're kind of done diagnosing or trying to get the engine started, you're on to where can I put this thing down? I didn't have any of that, like I had very limited outcomes. I wanna get this thing clear of the runway.
Speaker 2:I, kind of by happenstance, found a way to do that and if I didn't I was gonna stop on the runway. Those are the only two options. And when I brought the throttle idle I gave a quick look at car pee and mixture. I did do that, but I didn't go through a check to prime or check to fuel proper tank. I didn't do all of that again Cause in my mind I had already done that. Like that should be good, but I mean it wasn't. It was the fuel proper tank was the issue. I'm so confident and I changed nothing else, but I heard that click and I knew like, oh yeah, that was definitely it.
Speaker 1:Scary there.
Speaker 3:I get scared as I'm on takeoff and like I hit a bug or something.
Speaker 2:Like like just a wind hits the plane. Man, the more time I spend out of piston anything, if they're running perfectly fine, that's still not as smooth as a turbine engine. So, like my mind invents what was that, you know what was that? What was that?
Speaker 3:That's all I am, just cause I don't fly enough. It's like, what was that? You know? Yeah, right, right, Does that sound right? You know? It's like.
Speaker 2:Yeah, is that normal? Is that normal? I haven't heard that in a while.
Speaker 3:I've fly this thing like twice a year. Is that how it normally sounds? I don't know.
Speaker 2:Right, you know, mm-hmm, yeah, then you go over like open water. You go night. I wouldn't go at night. It's like there's all kinds of new sounds and you go flying airplane at night, I wouldn't dare fly at night right now.
Speaker 1:That's terrifying.
Speaker 2:Yeah.
Speaker 1:Seems like it's going to force that screen.
Speaker 2:Yeah, dan, this was just this weekend. This was Friday last Friday. This coming Friday.
Speaker 1:I was going to have the clock on there, but it's. I don't want to. It's just going to take over the screen, it's not going to be good.
Speaker 2:It did, it did.
Speaker 3:I'll just yeah. I agree, Taking your headset off is terrifying If you aren't used to flying that way.
Speaker 1:Well, yeah, we did a how many first hours with Dan, Right with Don. Yeah, he didn't want us.
Speaker 3:We didn't wear headsets Cause he wanted us to.
Speaker 2:Yeah, when I did my private, I'd never wore a headset my whole time. Do you remember doing like your towered stuff with no headset? Yeah, I don't even know how I did not bust anything Like. I hope he's telling me what I want to do. Yeah, cause I'm going to go do that.
Speaker 1:I remember like First flight with the headset was the. It was great.
Speaker 3:Right after I got my license, check ride private. Yeah, check ride, cause we never, we never used them.
Speaker 2:Yeah, All those old guys that knows. Remember, for the islands they had those super flimsy telex Yep.
Speaker 3:Yep, just a foam cover, almost like a walk man with a mic. Yep, those things yeah.
Speaker 2:Oh, my dad loves those things. I can never do that.
Speaker 3:No, I don't want to go deaf either.
Speaker 2:Yeah, I'm yeah. I don't need any help in that department.
Speaker 1:All right, let's kick off the episode. You guys got your Detroit taxi diagram up. I got to.
Speaker 2:I got to pretend to be Detroit ground and I didn't know we were going that nuts, but yeah.
Speaker 3:I will absolutely yeah.
Speaker 1:Well, yeah, you're going to be in the general aviation area of the ramp when we start the episode here. Scott.
Speaker 2:And then I got to try to figure out how to be air traffic controller and get you to PCW.
Speaker 1:Well, once you're out of my airspace then my job's done. You just got to do the comms to get back to PCW. But you start the East Dan general aviation at Detroit, KDTW. I just went to Air Nav and pulled up the diagram. They got a link for it.
Speaker 2:Oh, this is exciting, I'm excited.
Speaker 1:You see, the general aviation area is that.
Speaker 2:I mean, yeah, I go in there. What's the?
Speaker 1:what are the current winds, lee, if you could pull that up.
Speaker 2:I mean current winds. No, why don't you, why don't you have Scott do this?
Speaker 1:Okay, I don't know, scott Scott's struggling to pull up there.
Speaker 3:Yeah, I'm still trying to find them.
Speaker 2:I just went to sky vector. That's what I did. Here now would probably be better. Okay, well, I'll help this along. So the winds right now, detroit, all right. So we're East Coast, so it's the 20th day of the month, so I'm looking at a METAR line of code right.
Speaker 2:KDTW Detroit, wayne County, is 202253Z. So what that means is the 20th day of the month, june 20th, and it's 2253Zulu. So we're East Coast time, it's Eastern, it's daylight savings time right now. So we're a minus four. So 2253 minus four is 1853 in military time and I hope most people know military time. So that's 653.
Speaker 2:Pm was when this came out and it says 52 minutes ago. So that stands for reason here. Then now it's 11012, gusting 19 knots Says 10 miles, 1010 SM, and then SCT stands for scattered 050, which is 5,000. So that's in what I call flight level format. So it's a three digit code for your altitude. So zero, that was zero, being the tens of thousands, and then, in this case, the five being 5,000 and then the zero again being hundreds. So 10,000s, thousands, hundreds. I don't even know if I'm saying that right, but that's pretty much what it means. So it says scattered 150, that'd mean 1,500, 15,000 feet. Or if it was 005, that would be 500 feet, so that'd be an IFR day. Today is scattered 5,000, beautiful day here, 28 degrees Celsius, ooh and oh.
Speaker 2:While we're here, if I may, a quick conversion for Celsius Quick, 28 times two. So that's 56 plus 30 is 86 degrees. It's about 80, probably about 84 would be my guess. But take your Celsius value times two, add 30. And that gets you close. If you wanna be like pretty much right on it, add 30, something too bold I do say that's 220,000 to 5,000. At 30, then subtract 10% of your original value, which would be 2.8 degrees. That should be like almost perfectly on. Is that all right with you guys? Did that make any sense at all?
Speaker 1:A little bit. I'm just aiming in the chat now, so I just laugh at that.
Speaker 3:Okay, what's going on?
Speaker 1:Yeah, let's start the episode then, oh okay, I thought we had.
Speaker 2:Okay, I'm sorry, I'm just gonna do the just shut up about aviation shit, I guess. Yeah, oh I just that's good.
Speaker 1:What are you drinking now, leigh?
Speaker 2:This is a.
Speaker 1:What's everybody drinking? Yeah, yeah, I mean people, they're already checking in telling us what they're drinking Blueberry wine.
Speaker 2:Who's drinking blueberry wine? You are.
Speaker 1:TV Briggs 95, scrambling to get his beers. This is a while ago. He's probably got his beers by now.
Speaker 2:Yeah, good, yeah, yeah, go back, because, yeah, I missed so many. I saw cigar somewhere, that's awesome.
Speaker 1:Aviation Mike is a show prepping with screwball, peanut butter whiskey.
Speaker 2:Oh yeah, I did see that too, which I've never had, but I've heard people like I mean people I kind of trust say how awesome it is, so I do need to try that sometime.
Speaker 1:JC aviator is enjoying a cigar and monkey shoulder scotch whiskey. I've got a captain Coke going but I only have one little mini can, so I just had to make the rum extra strong because I only had a little bit of Coke to fill the rest of the glass.
Speaker 2:And that's the way it should be. Anyways, rob, like we need to get you to straight rum. That's my goal for you.
Speaker 1:If it's higher end they'll do it Like on my buddy he just had like a I forget how many year age, just like the $80 version of Pilar.
Speaker 2:Right, I remember you telling me about this.
Speaker 1:The cap got a little chain Now this is like two days ago. I haven't talked to you since this, oh, okay. It was over the weekend.
Speaker 2:So it was another story, fantastic, another great bottle.
Speaker 1:I just throw in a splash of Coke in there. It was all it needed. Why would you even do that? Just, it disrupts the taste a little bit.
Speaker 2:Rum is not like whiskey, it's there's plenty of people that probably drink rum. Oh sure yeah.
Speaker 1:Okay, but it just it takes a little bit of that angry bite out of the rum you just throw like a small splash of Coke in it. Okay.
Speaker 2:Yeah, okay, well, I guess continue if you want. Oh no, let me, I guess let me answer Scott's question. So this is a crush worth ease. What is called by Great Lakes Brewing Company? It's called a low-cal citrus wheat. It's not bad. It's kind of like a same Adam Summary, which I like too. It's an ale with orange and lemon. What I like about it it's only 4% alcohol, so you can just like you can slam them. Yep, that's the plan.
Speaker 3:You at home right.
Speaker 2:Yeah, new house though you know, so it's a little bit of a different scenery yeah, it's a little background looks different. Yeah, I mean work in progress, yeah.
Speaker 1:All right, Okay, I'm gonna. I'm, Barb was talking about how much you love the music when the thank you again, Tyler, Barb and Jared for helping us out here with episode 135 and 136. In there was mentioned how much they love the show. I've decided I'm kind of sick of that. So it's not going to be that. I don't know what it is yet, I'm just going to choose stuff at random. So I'm not going to do intro music, so we're just going to yeah, we're going to start it.
Speaker 3:Hold on, hold on. I'm going to ask my dad. Thanks, bailey, still Don't think he brings it regularly, but he does enjoy it If on occasions it is one of his favorites.
Speaker 1:JCAviator, yes, we did. Plantation room Andreas got us a bottle that we drank last summer.
Speaker 3:That's a good one. That is a good one.
Speaker 1:Yeah, that was a good one. All right, three, two, one. Okay, we're just X off that clock. Somebody said something here.
Speaker 2:So many things.
Speaker 1:There's so many stuff going on the chat.
Speaker 2:Are mine sending twice? It's showing twice on mine.
Speaker 3:You're what.
Speaker 2:You're like my responses in the chat. I don't even see your responses.
Speaker 1:I don't see your responses either.
Speaker 2:Oh, more right rudder. Oh, that's you.
Speaker 1:I had no idea that was you. No, okay, yeah, no, it's just showing one. I should have.
Speaker 2:I guess I'm an idiot. I didn't even really think that nobody knew what that was. Okay, yeah, that makes a lot better sense. Um, so to answer, uh, Ian said Lee, what do you say when the active runway is for? Is runway four? Left down when four forward? You just say, or do you say runway? So you're trying to ask me so that because there's not four, four like two, two, two, number fours I don't tend to say four, ever like F O R. I'm very robotic in my my phraseology. So in this case, uh, left down when four, whatever the runway is, it's zero.
Speaker 2:Four would be nice way to break it up. If you want to add the extra word for there, which I know a lot of people do, I don't. You don't need you to tell me it's a runway. I know you're laying on a runway, I don't need you to tell me extra stuff. Um, the only exception I really make for that is I like to make the left or the right as appropriate. I do like that and I know that can add up to frequency congestion.
Speaker 2:I think it's worth it for a couple of reasons, the main one that comes to mind right now. Let's say you have an aircraft that is a student pilot or a low time pilot who is used to flying at an airport where it is right traffic, some of the runways, all the runways, half the runways, whatever, and they are looking and they're setting up their their spot on the in the run up pad, whatever to account for that. I think just saying left is little effort as it takes to just say left. Obviously if you're changing what you say, that is a lot more effort than for me, which I've always started just saying left or right as appropriate. But I understand for somebody to change that is a lot more effort.
Speaker 2:But the little effort when you're teaching somebody correct phraseology and I'm not saying this is correct because it's my way, I'm just saying you address a lot more a wider swath of potential conflicts If you just say left or right all the time as appropriate. That's just my opinion, Because there's people out there that don't give any thought to oh, not every runway nine is right traffic. Some of them are left. That's weird, you know they just, even though we all know the default is left. Just, some people just get in their mind and I just feel like reinforcing that. It's just, it's too easy not to just say it in my opinion.
Speaker 1:Yeah, I suppose D4, he said there's a Ford Tri-Pacer. I think he meant Tri-Motor.
Speaker 2:Tri-Motor.
Speaker 1:I would imagine.
Speaker 2:Maybe I don't know exactly what he's saying. Ford Tri-Motor from Portland just spent four days here at Fred I think that's Fredericksburg or Fred Frederick, I guess, I don't know. Very cool, I don't know exactly what he's saying.
Speaker 3:Yeah it sounds like the Ford the Tri-Motor is based at Portland. Did he ride on it?
Speaker 2:Like what's I guess, what's the I don't know it's about four days.
Speaker 3:there Could be a Tri-Pacer.
Speaker 1:Yeah, you don't know, you don't know either Scott, that's what I'm saying.
Speaker 2:I don't know. I don't think Ford made the Tri-Pacer Probably not. Probably not. It wouldn't run very good if they did.
Speaker 3:Be the best Tri-Pacer or a Bill.
Speaker 2:Yeah right, uh-huh, uh-huh, uh-huh, I was thinking Fairchild.
Speaker 1:I would have said look up the tail number of that one, but it's Tri-Pacer so that's irrelevant.
Speaker 2:Right, I see a runway. See, people don't think I just inadvertently ended the transmission early, but only when landing on runway four. I had, but, jared, I had more right rudder way before, like when rumble started. I probably couldn't go get that now if I wanted it. You know I had this for you. I've had this for years, literally. Yeah, I don't know we're going with that, but yeah, I, I keep it simple.
Speaker 2:So in the case of a runway for zero, for whatever one, for I guess that doesn't matter, but let entering left down when, for Whatever name your report, poor Clinton, they don't have a four. But if you punctuate it, they know that you didn't end your transmission. And I think it's more important to punctuate at the end of your transmission their airport, because, again, that people tend to not be listening or they're not ready to listen at the beginning. So if you say Poor Clinton traffic, what was saying Baron 151 whiskey, whiskey, entering left down when for poor Clinton? Obviously they had. There was a enough ahead. But when you start really getting close in and you're really shortening it, then people don't have the time to really tune into what you're saying to get the the big picture. So Baron 151 whiskey, whiskey Left base for poor Clinton.
Speaker 2:I'm never, I'm never leaving anybody hanging. I'm not adding a 4-4 run. I'm not adding a left base 4-4 Poor Clinton or poor Clinton traffic 151 whiskey whiskey, left base 4-4. Like I'm not doing any of those things I'm. I feel like it's clean the way that I'm doing it. I don't know if it's landing, but I feel like it's cleaner. Say at the beginning, at least for the first few transmissions, if it was a TC, let them shorten it. Then you can shorten it, but in lieu of a TC being involved, wait till you're probably. You know if it's a beautiful Saturday, yeah, you probably need to start shortening it earlier or you won't even be able to your edge your word in edge-wise, and it's just gonna be muddy and nobody, it doesn't matter. I mean everybody's situational awareness and Spatial orientation of everybody else in the traffic pattern is like stupid, nothing but squelching and crazy.
Speaker 2:People are yelling on the radio.
Speaker 2:Yeah, I mean, if everybody were to just shorten stuff and give me this short and the sweet. If you're at an airport when you know there isn't you've been in the pattern for an hour Beating up the pattern with a student you don't need to make every call. I mean, it's like I Get what you're doing, but look at the big picture. You are muttering. If you're on the one twenty two point eight, or one twenty three zero or 2375, 227, whatever it is, you know one of those frequencies. It's a busy Saturday. Use your head. If there's nobody else around, you don't need to make every call. Maybe make a downwind, maybe make a final pick one.
Speaker 3:Just use your head because there's people Only do the downwind, unless it's like a busier airport but See if I doing laps in a pattern.
Speaker 1:Just they have. They're listening to the radio, they have the situational awareness of what's going on more than anybody else. Bingo, so they yeah, they can cut some stuff out and yeah, safety's not compromised.
Speaker 2:Exactly, there's a. So you're talking about an airplane that has one theoretically high time, well experienced and in verse and kind of there the day-in-day out flying stuff at there, that the airport they're at probably or they wouldn't be doing laps in the pattern, and there's two pilots to boot. So it's like if there was a case for somebody, two sets of eyes, intune with the big picture, if there was a case for somebody to not make every radio call that's pretty much yet Um. So it's like, use your best judgment if you're trying to install these, these really robust Core skill sets, best practices, on a student or a client. I get that, but on the other side of that, what Instilling best practices in them and and using common sense is equally as important, I think yeah.
Speaker 2:If you can't hardly get a word in or you need to wait to get that word in, that's kind of a sign. You need maybe evaluate your tactic on this short in the call sign and maybe just Not make every single call. I don't need to hear an upwind across, wind up, downwind, a base in a final first off. Those aren't required in the aim and and.
Speaker 3:Nothing.
Speaker 1:So even if the aim Lee, did you just say shorten your tail number?
Speaker 2:Yeah, if you're in the pattern and you're in touch, if you're making initial call up, it's. I think it's good practice, whether it be your call and seats half Getting in in in tune with everybody in the pattern or getting everybody in the pattern in tune with you. Full call sign. Type of aircraft full call sign same with ATC. If you're just doing laps in the pattern for an hour and you're trying to knock out 30 landings, shorten it up on most of them. If, if you and don't don't do half of them, that's one and then the ones you do do, shorten it up.
Speaker 1:Yeah.
Speaker 2:Scott, you. There's people who have meaningful stuff to say, do you?
Speaker 1:do calls at your own airport. Still, you said I got busier over the years.
Speaker 3:Yeah, I mean it is busier, but I don't do calls here.
Speaker 1:You still don't do, I don't. I don't think I've, unless I know somebody else.
Speaker 3:Yeah, if I know somebody's out, I can hear them.
Speaker 2:I, I did calls then that's the only time I've ever ever did calls there, yeah it's just local now, yeah, I Can go both ways on that kind of, because I feel like it's skills just atrophy, not this saying entering left downwind is that much of a of a thing, but I Don't know.
Speaker 1:Did you all the calls at North Pass in the winter? I?
Speaker 2:Would say most of them really yep five, five south inbound, you know.
Speaker 1:One of them. Most of them. I don't know if I would have done most of them in the summertime, little in the winter out there, but I never it's it's.
Speaker 2:The thing is is what does it, god? You guys see how much I talk here. I mean, like it's no effort for me to just key the mic and make a call.
Speaker 1:So that's more of like just a boredom call just to give yourself.
Speaker 2:Well, you could look at it that way, but it's more of like an integrity I'm supposed to. I'm so Well when there's nobody to hear it, which is half the time well, you can hear it in your own headset.
Speaker 1:What's that called the?
Speaker 2:Side tone side tone.
Speaker 1:Yeah, you got the side tone, so you, you can hear yourself at least you know, yeah, I'll just key the mic up and just talk to myself whole time, whole flight.
Speaker 2:No, I just. I know I'm supposed to, so Okay. I just do, why not?
Speaker 1:Scott, do you see now that a delta is busy or do you see other people? Are there more people doing calls? Because when we were were teenagers, like nobody make calls unless they were like from out of town, come in or something like you're asking me. Yeah, do you hear people?
Speaker 2:doesn't fly. Didn't hear my radio?
Speaker 3:Okay, I'm sorry last time I flew is with Lee, like I don't know a while ago when was that? I don't remember when that was I need another flight review if you get a chance.
Speaker 2:Well, I'm renewing my CFI this month. It's due in Eight days no. So I got a lot on my plate right now, but yeah, I knocked that out. Don't let that lapse well, I know it's got not going to get you.
Speaker 3:Yeah, do for it, he'll find a way for another flight At least about that.
Speaker 2:Yeah, I Guess my point would be just like just if you know that it's right, what's, what's the harm in just making the call?
Speaker 3:I just I don't.
Speaker 2:It won't hurt your ears cuz you won't hear it, cuz you don't fly.
Speaker 3:Cuz, I don't know how to fly.
Speaker 2:Well, that makes two of us, but I.
Speaker 1:That recorder. We bought that the court. We just got to get a recorder now to record all of your audio and your plane, scott.
Speaker 3:Yeah.
Speaker 1:You start flying more and all of clips we can put in the show. I feel just like that be entertaining.
Speaker 2:It would be interesting, right yet a pull one up as we talk about and be like, okay, what went wrong here and you know whatever, and then let ATC chime in and it would kind of reaffirm what went wrong. Yeah, there's all kinds of stuff. I lost the chat. My phone just died, so okay.
Speaker 1:We're gonna do a few more of these, probably remotely, because my transmission blew up or else. I was, it would have been in Ohio right now, but we get up in. Ohio. We got a really dial in that. Scott, it's gonna be one of our goals to get your your airplane recording everything like a, like a Cessna 150 black box, just for show, show purposes. And then, yeah, I just feel like you doing flight reviews, just general, you flying around, I feel like there's gonna be some.
Speaker 3:I need lots of dual before I do any solo work.
Speaker 1:Yeah, oh, geez. Well, the dual will be entertaining, I'm sure Love Lee put you through the ringer, whoever else you get, echol. Yeah somebody will put you through the ringer.
Speaker 3:Echol blew me off.
Speaker 1:We'll have the audio clips blows me off. We'll have the audio clips for the show here. It'll be good. Yeah, I can put it. I can put it in here in the button next to the bottle caps.
Speaker 3:We need to get some live ATC for 88 Delta.
Speaker 1:Yeah.
Speaker 2:Yeah, there you go. What's up, what's going on the chat? Is there anything? I get the 80s.
Speaker 3:I gotta go to bed. It's late so I'm gonna.
Speaker 1:Yeah, I got flying Bravo recorded. Will make aviation podcast Hall of Fame stance good scene y'all Later.
Speaker 2:Scott, good night. Yeah, see man leave your browser.
Speaker 1:Leave your browser.
Speaker 3:I don't need to, because it's already uploaded.
Speaker 2:Oh, that's true.
Speaker 3:Oh yeah, he's pretty up I remember I don't know like what century you guys are living in.
Speaker 1:But yeah, this, the internet gods have completely changed, flipped.
Speaker 2:Yeah, scott has the fastest internet of the three of us. Now he's not in the, he's not in the mere station I'm the death star. He's on the death.
Speaker 3:I don't even understand people who don't have fiber. Yeah, how do you even? How do you function? What's it like? Yeah, I don't know.
Speaker 1:Amen, amen. Put the up finger emoji to Tyler's comment. Scott flying into Bravo recorder will make aviation podcast Hall of Fame stance. It's good stuff, we got to do it. Yeah, we will, we will send you into good, send you in and out of Detroit for real.
Speaker 2:Yeah, you have to use your own sign. Just stupid, though I'm gonna do any of you if our flying, but yeah.
Speaker 1:Alright, see man leave your browser. Fiber you're only 99, will just say it. Anyways, it's just as soon as I hit the hang up, it's gonna go to 100%. Leave your browser up and not at 100%. Now it's not at 110% right now.
Speaker 3:What's you, what's yours? That?
Speaker 1:I'm not talking, You're still talking. Yeah, you're. Where's that? All three of us are 99?
Speaker 2:Oh yeah so what are you paying for? You're paying for all that Google or the fight the fire front here.
Speaker 3:It's probably cheaper. It's like $40 a month for fiber. This is it's?
Speaker 1:free. I'm not paying for this at all.
Speaker 3:No, it's nothing's free. Okay, nothing's for your pain for somewhere, but yeah.
Speaker 1:Go okay, bye Scott, we gotta go. We gotta get some more important stuff yeah.