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So almost every day, I watch a pilot
spend 10 minutes pre-flighting the

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airplane, another five minutes checking
weather, sometimes even going over

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performance charts, and I wonder how
they're making their go, no-go decision.

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If it's one of my students, I
generally ask something like, "How's

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she looking?" But the decision on
whether to go or not go needs to be a

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little more thoughtful than just that.

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That's what I'm always trying to teach.

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Every certificate, every rating,
every hour in your logbook, all of the

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study around ADM, the responsibilities
of being PIC, all of it exists so

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you can answer three questions.

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Three.

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And they're so simple, you could
teach them to a five-year-old.

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Answering them honestly and
effectively, that's the hard part.

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And that's episode 91 of the Student
Pilot Cast, ADM in Three Simple Questions,

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or How to Not Become a Case Study.

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Hey, everybody.

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Welcome back to the Student Pilot Cast.

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I'm Bill, and this is the briefing room,
where we take one tactical idea and put

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it in your flight bag in about 15 minutes.

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Today's idea might be one of the most
important ones I ever talk about, because

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it's the framework I use and the framework
I teach for the go, no-go decision.

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Of course, that's the decision you
have to make before you take off.

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Once you're in the air, the same
framework has to be used to constantly

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reevaluate the situation to help you
make the continue or divert decision.

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It's what I call the
three simple questions.

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One, can the airplane do it?

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Two, can I do it?

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And three, is it legal?

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That's it.

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That's the whole framework.

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You could fit it on a cocktail napkin.

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That's what ADM really comes down
to, and here's the thing that took

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me way too many years to figure out.

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Every subject we grind through as pilots,
aerodynamics, weather theory, human

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factors, aircraft systems, the FARs,
weight and balance, all of it, none of

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that is trivia just for the checkride.

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Every one of those disciplines exists
in our curriculums for exactly one

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reason, so that when you're standing
on the ramp with the keys in your hand,

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you can answer those three questions
accurately instead of just optimistically.

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So let's take them one at a time,
and I'll tell you where each

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one tries to lie to you as well

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All right, question one:
Can the airplane do it?

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I call this the hardware check, and notice
I didn't ask, "Does the engine start?" A

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running engine is a very, very low bar.

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The question is whether the specific
machine can fly the specific mission

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you've assigned it in the specific
conditions you've got today.

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Three places to look, or lenses
to look through, if you will,

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and this is straight off the PDF,
which we'll talk about at the end.

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The three are performance,
envelopes, and condition.

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So we'll take them one at a time here.

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Performance.

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Have you actually opened the POH today?

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It's probably fossilizing in the
backseat pocket, but what you need

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00:03:54,990 --> 00:03:56,840
here are the performance charts.

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Because here's the dirty
little secret of that book.

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Every number in it was set by a factory
test pilot flying a brand-new airplane.

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Your 50-year-old trainer with the
original paint and slightly tired

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engine did not get that memo.

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Now, stack density
altitude on top of that.

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It's summer here in Arizona.

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Every day, my airport thinks it's
sitting several thousand feet

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higher than the chart says it is.

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The runway didn't get shorter.

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The airplane just got lazier.

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This is why we made you learn
about density altitude, not for

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the written, for this moment.

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14 CFR 91.103 says, "Know your runway
lengths and takeoff and landing distances

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00:04:40,600 --> 00:04:45,523
before every flight." "The regulation
literally begins with the words, 'Each

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pilot in command shall, before beginning a
flight, become familiar with all available

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information concerning that flight.'"

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All available information.

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I know the FAA doesn't necessarily
use italics there, but I promise

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you they meant it in italics.

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The next one, envelopes.

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Weight and balance, and
not just at the chocks.

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Will you stay in the
envelope as fuel burns?

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Your CG moves in flight, and it doesn't
send a courtesy text when it leaves

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the envelope, so you have to know it.

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This is why we made you learn
about stability and the whole aft

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CG conversation in aerodynamics.

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00:05:27,683 --> 00:05:31,223
An airplane loaded differently
isn't just heavier or lighter.

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It can feel like a different airplane.

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And then there's condition.

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00:05:36,733 --> 00:05:40,543
Is it ready, or does it just
look ready from 10 feet away?

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00:05:40,963 --> 00:05:45,393
The pre-flight walk around is your
first line of defense, and the airplane

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00:05:45,393 --> 00:05:47,203
will talk to you if you'll listen.

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00:05:47,878 --> 00:05:53,348
So if something feels mushy or
looks weepy or smells funny, that's

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the machine filing a complaint.

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It's the machine trying to talk to you.

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And here's the part pilots sometimes skip.

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The airplane's paperwork
is part of its condition.

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00:06:04,238 --> 00:06:06,458
open the maintenance logs once in a while.

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Know when the annual was or
whether there are open squawks,

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whether the ADs got complied with.

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I know pilots who can quote their engine's
compression numbers from memory, and

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then other pilots who couldn't tell
you what month their annual expires.

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And I know which group I would
want flying my kids around.

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This is one of the
reasons you learn systems.

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So a pre-flight is an inspection,
not just a lap around the airplane

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with your hands in your pockets.

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Of course, my approach that I'm
laying out here isn't unique to me.

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I first started thinking about
it this way during my initial CFI

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check ride a couple of years ago.

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My very experienced DPE had given me
a, kind of a hairy scenario to think

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through from an ADM perspective.

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It involved high altitude and even
higher density altitude on a hot summer

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day in the high country in Arizona.

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It was a scenario that he uses
in his check rides because it

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happened in real life to people he
knew, and it didn't work out well.

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He used the scenario because he wants
CFIs thinking about things like this,

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teaching students to think about it.

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It was the first time I had heard
someone kinda put it like this, that

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the airplane couldn't do what it
was being asked to do, and it was

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predictable, and the pilot in command
didn't thoroughly check that beforehand.

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It's a sad outcome and an important
lesson for all of us, and I

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never stopped thinking about that
question: Can the airplane do it?

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It was the genesis of me developing
this approach to teaching ADM to

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my own students, and the genesis
of the three simple questions model

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that we're talking about here.

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So I'm thankful for that insightful
discussion in a cold room at a small

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airport in Arizona in November a couple
of years ago, the day I became a CFI.

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So that's question one.

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The airplane's answer, by
the way, is always honest.

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Physics doesn't negotiate.

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Which brings us to the question where the
answer, or I guess more accurately, the

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answerer, absolutely will try to negotiate

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00:08:24,929 --> 00:08:26,379
So that's question two.

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Can I do it?

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This is the software check,
and I'll say it straight.

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This is the hardest question of
the three because it's the only one

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where the inspector and the thing
being inspected is the same dude.

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You have to check your ego at the
hangar door because egos are really,

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really terrible at self-reflection.

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Three lenses again, proficiency,
physiology, and capability under pressure.

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So let's talk about them quickly.

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Proficiency, not currency, proficiency.

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This is one of the reasons you
have to learn the difference

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between those two things.

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Currency is a legal concept.

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00:09:07,559 --> 00:09:12,669
proficiency is a skill concept,
and the two drift apart the

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minute you stop practicing.

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Currency asks, "Have you done three
landings in ninety days to carry a

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passenger legally?" Proficiency asks,
"Were any of those landings any good?"

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very different questions, right?

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So here's my test.

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The winds today are gusting
eighteen direct crosswind.

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When did you last actually
practice a crosswind landing or

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00:09:36,219 --> 00:09:37,709
even a takeoff for that matter?

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Not ride along while one happened.

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Practice one on purpose with intention.

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If your answer is sometime last
quarter, the fact that your ninety-day

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landings are legal is not going to
impress the runway edge lights, and

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skills don't fade evenly either.

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The muscle memory hangs around,
but the sharp edges go first.

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00:10:01,889 --> 00:10:06,079
The crosswind correction,
the go-around decision, the

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00:10:06,079 --> 00:10:07,949
radio calls in busy airspace.

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This is why we drill maneuvers past the
point of good enough for the check ride.

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The check ride was an entrance exam

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00:10:15,949 --> 00:10:17,579
So let's move on to physiology.

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The I'M SAFE checklist:
illness, medication, stress,

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00:10:20,569 --> 00:10:22,419
alcohol, fatigue, and emotion.

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00:10:23,549 --> 00:10:25,229
And yes, this one's in the regs too.

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61.53 says if you've got a medical
condition that would make you

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unable to meet the standard, you're
grounded, medical cert or not.

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00:10:33,829 --> 00:10:36,719
But honestly, the reg
is kind of the floor.

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The real audit is quick and brutal.

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Anything on that list that's true today
puts you behind the airplane before

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you've even flipped the master on.

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Here's my favorite gut check.

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I call it the drive test.

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If this were a four-hour drive instead
of a ninety-minute flight, would

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I feel safe making it right now?

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If you're too tired to trust yourself
on the interstate, you have no

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business at four thousand feet.

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The interstate has a
shoulder, the sky doesn't.

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And then the last lens is
capability under pressure.

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This is a sneaky one.

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Not, "Can I fly this flight if everything
goes right, if everything is fine?"

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00:11:17,669 --> 00:11:20,759
It's, "Can I fly it when it degrades?

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If the ceiling drops, if the
headwind doubles, if the fuel math

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gets interesting, is today me, the
pilot, who handles that?" Remember

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those five hazardous attitudes from
your private pilot ground school,

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Anti-authority, impulsivity,
invulnerability, macho, and resignation.

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Here's the thing your instructor
maybe didn't say out loud.

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You don't have to be a hazardous
person to have a hazardous day.

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00:11:49,689 --> 00:11:52,379
Invulnerability isn't a personality type.

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00:11:52,739 --> 00:11:55,069
It's a Tuesday afternoon
when you're in a hurry.

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This is why we made you
learn human factors.

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00:11:58,569 --> 00:12:03,169
Every hazardous attitude, every
task saturation lecture was

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00:12:03,179 --> 00:12:07,769
really about this exact moment
of self-assessment on the ramp

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00:12:08,776 --> 00:12:13,346
So have you ever gotten on the ground
and realized that you had completely

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00:12:13,346 --> 00:12:18,996
skipped the pre-landing checklist and even
missed doing a GUMPS check, and nothing

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00:12:18,996 --> 00:12:22,556
is set up properly for the landing,
or probably more accurately, for the

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00:12:22,566 --> 00:12:25,176
go-around that thankfully wasn't needed?

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00:12:25,646 --> 00:12:28,611
And luckily, you were in a
fixed-gear airplane, right?

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00:12:29,371 --> 00:12:34,301
Well, we'll get to your personal
debrief in a little bit, but you have

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00:12:34,301 --> 00:12:39,151
to ask yourself in a situation like
that, what was going on with you from

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00:12:39,151 --> 00:12:44,111
a human factors standpoint that made
you miss something important like that?

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00:12:45,361 --> 00:12:49,231
Be honest with yourself, and be on
the lookout during the next flight.

200
00:12:49,671 --> 00:12:53,051
Can and should you do the flight?

201
00:12:54,791 --> 00:12:59,401
Well, while the airplane doesn't
generally lie to you, you absolutely

202
00:12:59,431 --> 00:13:05,831
can lie to yourself, which is why the
third question exists, a referee that

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00:13:05,831 --> 00:13:07,651
doesn't care about your feelings at all

204
00:13:08,468 --> 00:13:11,318
So question three, is it legal?

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00:13:11,868 --> 00:13:13,638
This is the regulatory check.

206
00:13:14,018 --> 00:13:16,908
And let me give you a framing that
changed how I think about the FARs.

207
00:13:17,228 --> 00:13:22,498
The regulations are the floor of
safety, not the ceiling, the floor.

208
00:13:22,998 --> 00:13:25,598
Legal is the bare minimum score.

209
00:13:25,598 --> 00:13:27,008
It's not a good grade.

210
00:13:27,318 --> 00:13:30,798
We never fly below the floor,
and most days we shouldn't even

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00:13:30,798 --> 00:13:32,138
be flying anywhere near it.

212
00:13:33,218 --> 00:13:38,448
Three lenses again to think about in this
question, airworthiness, regulations for

213
00:13:38,448 --> 00:13:41,038
the mission, and paperwork that proves it.

214
00:13:41,968 --> 00:13:42,748
So we'll start with airworthiness.

215
00:13:43,938 --> 00:13:46,378
Is the airplane legally airworthy?

216
00:13:46,868 --> 00:13:49,078
Not just sounds fine, looks fine.

217
00:13:49,648 --> 00:13:53,698
91.7 puts that call on you as the PIC.

218
00:13:54,238 --> 00:13:57,188
No flight in an un-airworthy aircraft.

219
00:13:57,528 --> 00:14:00,618
And if it becomes un-airworthy
in flight, you divert.

220
00:14:01,178 --> 00:14:04,848
Registration, airworthiness
certificate, required documents on

221
00:14:04,848 --> 00:14:07,238
board, required equipment working.

222
00:14:07,618 --> 00:14:12,568
And remember 91.3, you are the
final authority for this aircraft.

223
00:14:13,008 --> 00:14:16,658
That authority is a gift right
up until it's a responsibility.

224
00:14:18,078 --> 00:14:20,368
So the next one is
regulations for the mission.

225
00:14:20,968 --> 00:14:25,108
Airspace, cloud clearances,
visibility minimums for your

226
00:14:25,108 --> 00:14:31,798
certificate in this airplane, in this
airspace, plus your pilot currency.

227
00:14:32,278 --> 00:14:37,268
Flight review, landing currency if you're
carrying passengers, medical or basic med.

228
00:14:37,788 --> 00:14:41,678
This is why you had to memorize those
cloud clearance numbers that felt

229
00:14:41,678 --> 00:14:43,778
like arbitrary trivia sometimes.

230
00:14:44,348 --> 00:14:45,338
They're not trivia.

231
00:14:45,748 --> 00:14:49,428
They're the legal definition of being
far enough away from the thing that'll

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00:14:49,438 --> 00:14:54,374
kill you to be able to see and avoid
it And notice the question is about

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00:14:54,374 --> 00:14:56,834
the mission, not just the takeoff.

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00:14:57,274 --> 00:15:00,634
Legal at departure doesn't
mean legal at destination.

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00:15:00,964 --> 00:15:06,654
Night falls, weather moves and changes,
airspace can change based on time of day.

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00:15:07,214 --> 00:15:11,324
Ask the questions for the
whole flight, ramp to ramp.

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00:15:12,516 --> 00:15:13,726
And then there's paperwork.

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00:15:14,056 --> 00:15:19,646
Inspections are current, annual,
transponder, pitot-static if you're IFR,

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00:15:19,646 --> 00:15:23,886
ELT battery, documented and inspected
for every aspect of this flight.

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00:15:24,806 --> 00:15:26,496
And look, I know the temptation.

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00:15:26,496 --> 00:15:31,056
You're one day past an inspection,
or the ceiling is just below your

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00:15:31,056 --> 00:15:33,476
minimums, and dinner's waiting at home.

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00:15:34,056 --> 00:15:38,466
I've seen pilots get creative with the
FARs to make a schedule, and I get it.

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00:15:38,766 --> 00:15:39,906
We're mission-oriented.

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00:15:40,256 --> 00:15:41,766
Trust me on two things.

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00:15:42,126 --> 00:15:47,266
The dinner is never that good, and the
FAA has many fine qualities, but a sense

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00:15:47,266 --> 00:15:51,586
of humor about creative interpretations
is probably not among them.

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00:15:52,596 --> 00:15:55,796
What about when the situation
changes during the flight?

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00:15:56,216 --> 00:15:59,346
You have to assess risks of a
changing environment to make sure

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00:15:59,346 --> 00:16:01,036
that you stay legal and safe.

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00:16:01,616 --> 00:16:05,196
Earlier this year, I was coming back
to Arizona in the Jabiru with my

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00:16:05,196 --> 00:16:07,836
wife after a weekend trip up in Utah.

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00:16:08,316 --> 00:16:13,366
We were over the high country, and we
ran into some unforecasted headwinds.

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00:16:13,366 --> 00:16:17,446
Well, actually, they were forecasted,
but they were four or five times higher

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00:16:17,446 --> 00:16:19,286
in velocity than they were forecasted.

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00:16:20,366 --> 00:16:24,306
There were times when we were approaching
the Grand Canyon where the headwind,

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00:16:24,856 --> 00:16:31,446
not, not the whole wind, just the
headwind component, was sixty-five knots.

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00:16:31,726 --> 00:16:34,146
We were crawling.

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00:16:34,666 --> 00:16:38,946
With that, of course, our time
and route was growing rapidly.

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00:16:39,496 --> 00:16:43,646
And while the Jab has some pretty good
legs, it became clear that with these

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00:16:43,656 --> 00:16:48,736
winds, I could no longer make sure that we
would keep the proper and legal reserves

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00:16:48,736 --> 00:16:51,646
of fuel, let alone my personal minimums.

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00:16:52,486 --> 00:16:57,226
So we made a long day of travel
even longer by making a stop

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00:16:57,226 --> 00:17:00,536
at a little airport in Kanab
to refuel just to be sure.

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00:17:01,186 --> 00:17:05,706
It was a long day, and neither
of us wanted to stop, but it was

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00:17:05,716 --> 00:17:08,616
for sure the prudent thing to do

267
00:17:09,722 --> 00:17:10,212
All right.

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00:17:10,752 --> 00:17:16,052
So the airplane can do it,
you can do it, and it's legal.

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00:17:16,422 --> 00:17:17,392
Three yeses.

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00:17:18,172 --> 00:17:19,002
We're going, right?

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00:17:19,872 --> 00:17:20,652
Well, almost.

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00:17:21,342 --> 00:17:26,202
What you have now is what we call
a tentative go decision, because

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00:17:26,202 --> 00:17:30,432
there's one more failure mode, and
it's the one that fills accident

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00:17:30,442 --> 00:17:33,302
reports, the accumulation of risk.

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00:17:33,582 --> 00:17:36,642
No single red flag, just
a stack of yellow ones.

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00:17:37,242 --> 00:17:39,082
So here's the three strikes rule.

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00:17:39,492 --> 00:17:46,202
If any three factors in your assessment
are yellow, legal, technically safe, yes,

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00:17:46,472 --> 00:17:49,542
but not ideal, the flight, it's a no-go.

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00:17:50,702 --> 00:17:52,882
So here's an example, and
this is just an example.

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00:17:53,382 --> 00:17:57,862
Gusty winds, but within your
ability, yellow, but totally fine.

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00:17:58,352 --> 00:18:02,392
You're a little tired after
work, yellow, but totally fine.

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00:18:03,282 --> 00:18:06,622
Short, skinny, unfamiliar runway, yellow.

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00:18:07,222 --> 00:18:08,042
Totally fine.

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00:18:08,492 --> 00:18:11,072
Each one on its own is kind of a shrug.

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00:18:11,482 --> 00:18:15,142
Stack all three, and you've just
preassembled the first three

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00:18:15,142 --> 00:18:18,522
links of an accident chain and
given it a ride to the airport.

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00:18:19,272 --> 00:18:24,412
The NTSB report never says, "It was the
wind that did it." It lists five factors,

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00:18:24,412 --> 00:18:26,872
and every single one was survivable alone.

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00:18:27,462 --> 00:18:31,582
This is the entire logic behind
the FAA's Risk Management Handbook.

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00:18:31,932 --> 00:18:33,862
Risk multiplies.

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00:18:34,522 --> 00:18:36,102
And here's the insidious part.

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00:18:36,712 --> 00:18:38,252
Yellows don't announce themselves.

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00:18:38,282 --> 00:18:42,612
Nobody stands on the ramp thinking,
"I am now accepting my third elevated

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00:18:42,662 --> 00:18:46,892
risk factor." each one arrives
separately, wearing a disguise

295
00:18:46,902 --> 00:18:48,362
that makes it look just fine.

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00:18:48,902 --> 00:18:51,562
The wind picked up after
you checked the METARs.

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00:18:52,072 --> 00:18:54,272
The delay that made you
tired happened at work.

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00:18:54,272 --> 00:18:55,522
It was hours ago.

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00:18:56,172 --> 00:19:00,422
The unfamiliar airport was baked
into the plan from day one, so

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00:19:00,422 --> 00:19:01,482
we don't need to worry about it.

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00:19:02,022 --> 00:19:07,852
This three strikes rule works because
it forces you to stop and count,

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00:19:08,192 --> 00:19:12,512
to line the yellows up next to each
other and look at them as a set.

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00:19:12,742 --> 00:19:13,212
That's it.

304
00:19:13,232 --> 00:19:14,242
That's the whole trick.

305
00:19:14,762 --> 00:19:18,042
Personal minimums do the same job
before you ever leave the house.

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00:19:18,452 --> 00:19:20,962
This rule catches what might slip through.

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00:19:21,682 --> 00:19:24,172
three yellows, no goes.

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00:19:24,262 --> 00:19:26,132
It's like it rhymes.

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00:19:26,242 --> 00:19:29,382
All right, I know it doesn't
rhyme, but remember it anyway.

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00:19:29,768 --> 00:19:33,678
Look, as I've said before, I'm
all for pushing the envelope

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00:19:33,678 --> 00:19:34,948
on your skills and abilities.

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00:19:34,948 --> 00:19:35,958
That's how we get better.

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00:19:36,458 --> 00:19:40,228
But just make sure you're pushing
one corner of the envelope at a time.

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00:19:40,798 --> 00:19:44,948
When you have really mastered short,
skinny runways through a lot of

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00:19:44,948 --> 00:19:49,898
practice and experience, that one
yellow becomes a green and doesn't

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00:19:49,908 --> 00:19:52,228
become part of the yellow stack anymore.

317
00:19:52,808 --> 00:19:56,648
As you get more experienced and
therefore more skill, it can turn

318
00:19:56,648 --> 00:20:01,418
a no-go from the three strikes rule
six months ago into a go today.

319
00:20:01,918 --> 00:20:04,128
That's what experience and
practice can bring you.

320
00:20:04,568 --> 00:20:06,088
But be honest with yourself.

321
00:20:06,508 --> 00:20:13,398
As the yellow flags stack up, be cautious,
count them, and be ready to call it.

322
00:20:13,998 --> 00:20:18,058
It could save your life, and
maybe more importantly, keep

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00:20:18,058 --> 00:20:19,928
you off the Blancolirio channel.

324
00:20:20,668 --> 00:20:21,608
I kid, I kid.

325
00:20:21,748 --> 00:20:23,338
It's important that you save your life too

326
00:20:24,522 --> 00:20:27,012
All right, so there's one more thing.

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00:20:27,512 --> 00:20:34,002
Because our motto is fly, learn, repeat,
and the learn doesn't necessarily

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00:20:34,002 --> 00:20:37,662
happen automatically, the flight
isn't over when the prop stops.

329
00:20:38,072 --> 00:20:41,012
It's over when you've
debriefed it with yourself.

330
00:20:41,412 --> 00:20:46,492
Five questions to ask yourself right
there at the tie-downs, maybe 90 seconds

331
00:20:46,942 --> 00:20:50,182
before the flight evaporates into memory.

332
00:20:50,922 --> 00:20:52,962
One, the surprise.

333
00:20:53,212 --> 00:20:55,742
What happened today that I didn't expect?

334
00:20:56,142 --> 00:20:57,792
Two, the workload.

335
00:20:58,202 --> 00:21:01,312
At what point did I feel
most behind the airplane?

336
00:21:01,762 --> 00:21:03,262
Three, the skill.

337
00:21:03,752 --> 00:21:07,772
Which maneuver or portion of the
flight did I fly at a C grade today?

338
00:21:08,042 --> 00:21:10,082
And be honest, nobody's watching.

339
00:21:11,092 --> 00:21:12,852
Four, the decisions.

340
00:21:13,382 --> 00:21:17,222
Did I make any choice today
based on convenience rather

341
00:21:17,222 --> 00:21:18,662
than safety or prudence?

342
00:21:19,352 --> 00:21:21,052
That one stings, and it's supposed to.

343
00:21:21,662 --> 00:21:24,212
And finally, question five, the goal.

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00:21:24,602 --> 00:21:30,862
What's the one thing I wanna focus on
and make sure I fix for the next flight?

345
00:21:31,972 --> 00:21:36,162
You do that after every flight, and
you've turned every hour in your logbook

346
00:21:36,412 --> 00:21:38,142
into two hours worth of learning.

347
00:21:38,492 --> 00:21:41,332
It's the cheapest flight
instruction you'll ever get

348
00:21:42,618 --> 00:21:45,098
So the whole episode on a napkin.

349
00:21:45,348 --> 00:21:47,308
Three questions before every flight.

350
00:21:47,328 --> 00:21:48,538
Can the airplane do it?

351
00:21:49,018 --> 00:21:50,808
That's physics and the POH.

352
00:21:51,098 --> 00:21:51,828
Can I do it?

353
00:21:51,958 --> 00:21:54,548
That's proficiency and
looking in the mirror.

354
00:21:54,548 --> 00:21:55,618
We're human, after all.

355
00:21:56,298 --> 00:21:57,568
And is it legal?

356
00:21:57,938 --> 00:22:00,648
That's the floor we never fly below.

357
00:22:01,468 --> 00:22:03,618
Three yeses get you a tentative go.

358
00:22:04,178 --> 00:22:09,358
Then check the yellows, because
three yellows is also a no-go, at

359
00:22:09,358 --> 00:22:11,008
least without proper mitigation.

360
00:22:11,568 --> 00:22:15,288
And when you shut down, five
debrief questions before you

361
00:22:15,288 --> 00:22:19,498
walk away so you achieve the
learn part even more effectively.

362
00:22:20,218 --> 00:22:24,218
Simple questions and everything
you've ever studied, every chart,

363
00:22:24,248 --> 00:22:28,598
every reg, every hour of dual
was really just training to

364
00:22:28,598 --> 00:22:30,318
help you answer them effectively

365
00:22:31,180 --> 00:22:35,860
Now, you don't have to remember all
of this because I built it into a

366
00:22:35,860 --> 00:22:39,840
two-page PDF that you can throw in your
flight bag, electronic or otherwise.

367
00:22:40,300 --> 00:22:44,840
The three questions, the three strikes
rule, and the debrief all in one document.

368
00:22:44,850 --> 00:22:45,730
It's free.

369
00:22:46,100 --> 00:22:50,490
So grab it at
studentpilotcast.com/threequestions,

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00:22:51,100 --> 00:22:53,220
and I'll put a link in
the show notes, of course.

371
00:22:53,730 --> 00:22:57,370
That will also get you the Friday
Flight Brief, the weekly newsletter

372
00:22:57,580 --> 00:22:59,400
for pilots who never stop learning.

373
00:23:00,390 --> 00:23:05,020
And as always, y- if you've got a
question, a story, or a topic you

374
00:23:05,020 --> 00:23:09,120
want me to hit, leave me a voicemail
at the RadioCheck link in the show

375
00:23:09,120 --> 00:23:11,990
notes, or just reach out any other way.

376
00:23:11,990 --> 00:23:14,540
You can find out how on the
contact page of the website.

377
00:23:14,990 --> 00:23:17,050
I read and I listen to everything.

378
00:23:17,970 --> 00:23:22,720
By the way, I am planning to be at Oshkosh
this year from Sunday through Friday,

379
00:23:23,130 --> 00:23:25,130
so if you're gonna be there, reach out.

380
00:23:25,220 --> 00:23:28,690
I'd love to talk to some listeners
and see what people are up to.

381
00:23:28,710 --> 00:23:29,920
It's about the people, right?

382
00:23:30,490 --> 00:23:33,870
I'm hoping to get some good topics and
stories while there, so stay tuned.

383
00:23:34,250 --> 00:23:37,720
Also, stick by the socials, as
I'll try to actually post some

384
00:23:37,720 --> 00:23:39,160
things while there real time.

385
00:23:39,720 --> 00:23:43,740
Afterward, I'll do a recap episode,
And then some features I'm sure.

386
00:23:44,260 --> 00:23:48,080
But most importantly, reach out and
let me know what you saw or what you

387
00:23:48,080 --> 00:23:50,430
missed and you would like to have seen.

388
00:23:51,060 --> 00:23:52,070
I hope to see you there.

389
00:23:52,390 --> 00:23:57,900
The socials quickly are @BillWill on X.
That's bravo, india, lima, lima, whiskey,

390
00:23:57,910 --> 00:24:03,380
india, lima, and studentpilotcast,
all one word of course, on Instagram.

391
00:24:05,070 --> 00:24:08,050
But here's the thought I
really wanna leave you with.

392
00:24:08,620 --> 00:24:13,150
Someday, maybe soon, you're gonna
stand on the ramp alone with the keys

393
00:24:13,150 --> 00:24:17,660
in your hand and nobody checking your
work, and in that moment, you're gonna

394
00:24:17,660 --> 00:24:19,770
realize what all of this was for.

395
00:24:20,060 --> 00:24:23,130
The ground school, the charts,
the regs that felt like homework.

396
00:24:23,480 --> 00:24:26,980
All of it was preparing you to
look at an airplane, look at the

397
00:24:26,980 --> 00:24:32,750
sky, look critically at yourself,
and give three honest answers.

398
00:24:33,220 --> 00:24:34,230
That's not a burden.

399
00:24:34,710 --> 00:24:35,520
That's the job.

400
00:24:35,990 --> 00:24:40,050
And the fact that you're here
listening, still sharpening the pencil,

401
00:24:40,467 --> 00:24:43,517
That tells me that you're
gonna answer them just fine.

402
00:24:44,327 --> 00:24:49,917
We're still flying, still learning, and
it turns out the three simplest questions

403
00:24:49,917 --> 00:24:53,137
in aviation have a 50-year answer key