If you've made it through private and instrument training, it's time to up your game... and have a commercial mindset!
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00:01
Behind the Prop Intro
Clear prop S73 Cherokee number two following twin traffic three mile final one trolley bravo makesford in Runway two five going four mile.
00:10
Nick Alan
This is behind the prop with United Flight Systems owner and licensed pilot Bobby Doss and his co host, major airline captain and designated pilot examiner Wally Mulhern. Now let's go behind the prop.
00:24
Bobby Doss
What's up Wally?
00:25
Wally Mulhern
Hey Bobby, how are you?
00:27
Bobby Doss
Fantastic as always. Just got back from vision. Jet trip listeners don't get too frustrated with me talking about all time. I'm on cloud nine with all this flying. Wally had some things were talking about yesterday and we are going to record a show tonight and share it with the world about commercial mindset. And it's something that I thought I had as a commercial rated pilot. I thought, I thought like a commercial pilot. I have good examples, I shared some of them. But in day out flying in a jet to bigger airports, the mindset for me has changed. Wally, you're a pro. You do it all the time. You do it every day. There's been a ton of bad in the news lately.
01:10
Bobby Doss
Yesterday were talking and almost in real time, there was a Runway incursion at Chicago Midway which you just, your draw hits, your jaw hits the floor and you're like, how does this happen? How many people could have got hurt? And you said, why don't we record a show on commercial mindset? And here we are. What were your thoughts as we put this thought plan together to record the show and share with our listeners what a mindset is of a commercial pilot?
01:37
Wally Mulhern
Well, I think what we have, you know, by definition, you know, commercial pilot, you can be paid to fly, okay? So it is your job. And I, I think we have to think of that. You know, you're being dependent on the operation. You're being paid to, let's say a corporate situation. You're being paid to fly people from one air one place to another. And at the end of the day that, that's, that's what you're being paid for. You know, Tom Brady was paid to manage football games and win games. And that's, you know, that's what a professional athlete is being paid for. So at the end of the day, canceling is not always maybe the best answer. Now you've got to be able to stand on your own two feet and say, no, we can't go today because of this and this.
02:43
Wally Mulhern
But I think we have to try to be my first aviation boss, guy named Eric Mingeldorf, if he happens to listen to this, helped me get my career going. And he used to always say we need to be mission oriented. Mission oriented. And we actually use that phrase in one of our podcasts a long time ago we talked about mission oriented time building. But you know, we need to, the bottom line is we want to complete the mission. You know, we want to. An operative word being complete. Okay, so that doesn't mean just go up and fly in a very unsafe situation, but maybe mission oriented to a commercial pilot is a little bit different than to a, a non commercial pilot. I, I give scenarios on all my private and commercial check rides.
03:44
Wally Mulhern
And you know, a lot of times the, on the private, the applicant will say, well, you know, and I'll give them an overweight situation. I say, okay, we, you get to the airport and I bring my, you know, a friend or an animal or something with me. And, and we're overweight. And I, I asked them, well, what can we do? And probably 70% of my private applicants will say, oh, we can't go. You know, and they're not thinking, well, gee, we're going to land at that airport with 23 gallons worth of fuel and we're only 18 pounds overweight. We could take three gallons off and land up there with 20 gallons instead of 23 gallons. And that's still within my personal minimums.
04:33
Wally Mulhern
You know, sometimes with a private, I have to kind of twist their arm into taking the flight like that or making that decision. I don't feel like I should have to do any arm twisting with my commercials. I think a commercial applicant should be able to, I won't say troubleshoot, but yeah, maybe that's a good word. Troubleshoot the situation and kind of come up with some potential solutions, you know. Okay, maybe a, you know, they always start out by, no, he can't go. Okay, well, we can get rid of some bags. Well, no, I need my underwear to go with me. So.
05:17
Bobby Doss
Man, Wally, you just made everybody that listens to our show become disappointed. Because I have a feeling that the millions of listeners thought you went commando. Like, no wonder wherever.
05:28
Wally Mulhern
No, not me.
05:30
Bobby Doss
Disappointment, man. All around the world. Well, yeah, you want to take your bags, you want to take your dog, you. That's not the right solution. And you said it. But I was going to ask, like, what's the varying difference you expect from a private student or applicant compared to a commercial applicant? I mean, I think there is a Difference in that mindset. I think what I've seen lately is the approach that the pilots around me, I'm the rookie here, I'm the learner still. I'm in SOE flight time right now. The, the way that they watch the weather, the way they're looking at their phones for weather updates and flight planning updates and routes that have been flown and turbulence and wins aloft.
06:13
Bobby Doss
Like we talk about it all the time in the flight school kind of world and training world, but it's not real world. And to see it in real time and to think about it differently, my mindset has changed. I think the speed expectation, yes, it's a jet, but it's a small jet. There's prop planes that go faster than the vision jet. It's the mindset that you're going to go as fast as you really can at these busy airports as far as you really can, and then manage the energy. That's not. You can't even simulate that, I don't think in a Cessna or a Warrior in the training world.
06:50
Wally Mulhern
Right, right. Absolutely.
06:53
Bobby Doss
There's definitely a different mindset because of that. And I think that's what we're going to continue to dive into today. For me, the interesting go no go type decisions or thought processes that I've been approached with has really been more about instrument flying. It is a different mindset. We took off Monday, were gonna take off Monday and the visibility was really low. Like no way you would ever take off in that, in a piston plane. And it was, I think it was 200ft was the ceiling and it was one mile visibility. And the guy that I was flying with was like, I said this would below my personal minimums. I probably wouldn't go. He goes, oh, I would go. I wouldn't be least bit worried in the citation because I got two engines and in the vision jet, I'm really not worried either.
07:43
Bobby Doss
At 200amile visibility. And I was like, wow. And I'm thinking, issue, how am I going to get back? What am I going to do? And he's like, look, at 200amile intercontinental. Our big airport in Houston is like six minutes from here. I'm going to be able to land there because they have those minimums. I can't come back to this airport, but I can go to that airport and. And I feel pretty confident that my safety envelope is there. And we saw somebody take off and I was like, wow, okay, I see that took off. I could see him. That, that's interesting. And he goes, check the weather again. And it was 200 a quarter mile. And I was like, that's a different ball game. And he goes, yeah, I would not go anymore.
08:27
Bobby Doss
And I. I was intrigued because what's really the difference in 200 and a mile and 200 a quarter mile, obviously how far you can see. And he goes, those are beyond the minimums at Intercontinental. You can't land there. You can't land here. You can't go really anywhere with a quarter mile visibility. And that changes the ball game because then I'm trapped. I'm kind of stuck. I gotta go somewhere else really far away. And at that point in Houston, it was pink for miles in both directions. Like, you weren't gonna go. You weren't gonna find an airport where you could land for a long way. And I just don't think. I think like that. I'm. I'm that private student that says, oh, it's cloudy, it's below a thousand. I'm not gonna go.
09:07
Bobby Doss
And I think the first thing he said to me was, well, I got a meeting, Bobby. We got to get to the meeting. Like, what are we going to do? And I think that's the way commercial pilots are probably engaging with their managers, leaders, whoever's the owner of that aircraft, they're going to take them and say, let's go.
09:27
Wally Mulhern
Yeah, but. But you do have to. You do have to, you know, at some point be able to put your foot down and say, no, I can't go. But that. That's finding that line. Finding that line. You know, I'll do something with my applicants one time. I'll. As they. They're telling me we can't take this trip, I'll say, hold on just a second. And it's a little comedy relief. I'll pick up my phone and I'll pretend that I'm calling my airline, and I'll say, hey, my. My flight to Honolulu on day after tomorrow, I don't. I don't want to take off at max takeoff weight. So call up 50 people, tell them they can't go on their dream vacation. And. And then I jokingly say, oh, okay, you want to transfer me to human resources? Okay. And I pretend I'm talking to human resources.
10:25
Wally Mulhern
And of course, on the. On the phone, I get fired. And, you know, I. That's what I say to the commercial pilots. I said, this is. This is your job. This is your job to move this airplane. And people, you know, a lot of times applicants will tell me well, I'm not comfortable taking off at £2,550 in an archer, which is max takeoff weight. And I say, and you want to be a commercial pilot, and you're not comfortable taking off at £2,550. And a lot of times the response I get is, well, I've never done it, and go, well, then shame on you and shame on your cfi. You know, you know, you oughta, you ought to know what it's like. You know, you don't.
11:14
Wally Mulhern
If you're going to give your kid the keys to the car to drive from point A to point B, and they're not comfortable driving, you know, 65 on the interstate, and they're going to go on the interstate, well, then they're a hazard. So, you know, so.
11:31
Bobby Doss
Good point, good point. You know, I, Speaking of the fine line, and you got to make some tough calls, I was watching a YouTube video this week, came up on my reels or something on my phone, I'm sure. And it was an air traffic controller. I'll try and find the video and put in the show notes. But it was an air traffic controller who was working on 9 11, and he was working Fort Worth, the Fort Worth sector. And he said that his manager came up to him and said, I don't really know what's going on. Something's happened and we need to get every aircraft on the ground as fast as we can. And he thought it was a joke. He thought it was a drill. He said, I ain't got time for this drill. And they know it's not a drill.
12:08
Bobby Doss
Long story short, he starts working everybody back on the ground, and he's working everybody to Lubbock and back to Dallas. And he said, there's one jet going to Vegas. And the pilot says, my boss says, we're going to Vegas. And the air traffic controller says, look, this isn't your boss's decision anymore. I'm told to get everybody on the ground. We got to get them on the ground. I need you to follow my instructions and go to Lubbock. The guy says, look, my boss says, we're going to Vegas. I'm going to Vegas. And the guy's laughing. This is a funny video, ultimately. And he's like, look, I've talked to my manager. You have one more chance to listen to my instructions, or you have to understand that you're going to have company really quick. And he's like, I'm going to Vegas.
12:52
Bobby Doss
And he said, I hit a button and two F16s were on his wingtips about two minutes later and he called back and says, I think I've changed my mind, I want to go to Lubbock. And he says, sorry, that's not an option anymore. You need to continue towards Phoenix. You're going to land in Phoenix. And they were on the tarmac for like three hours at 120 degrees temperature and it was a very bad situation. I don't think they got out of jail that day. And sometimes you got to tell your boss like hey, you don't know what the real rules are here. We need to comply and not go to Vegas today. I can imagine the pressure that a young pilot might have felt in that situation. And of course you don't know what's happening in New York on that day.
13:35
Bobby Doss
But there's times where you say, no, I'm not going. I've heard every crazy story from a door CAS message that the boss was like, hey, it's just a erroneous message, we need to go. How do you know it's an erroneous message? Like you just gotta be pilot in command and say we're not going.
13:54
Wally Mulhern
Right, Right.
13:56
Bobby Doss
No chances in your world. What are some other instrument or approach type things? You know, the speed, the flying to minimums, the not, you know, not just picking another airport to go practice at is something that I think I've been introduced to rate lately. That's kind of new to me. What, what do you think? You, well we talk about it. Do you expect a commercial pilot that comes to do a checkride with you, Wally, to be instrument current and proficient?
14:26
Wally Mulhern
Absolutely, absolutely. And it, I, I've had people come to me for instrument check rides and at the end of it I, I explained to them that instrument flying is a quickly erodible skill, especially at that level. And you know, you need to keep up with it. But, and I, I, I know what's going to happen. They're going to go home and they're going to drive back to the flight school tomorrow and they're going to start working on Shondell's and Lazy Eights. And then I'm going to get a call from them about two or three months or six weeks or whatever. And you know, there are times where you know, you wake up in the morning and the weather is kind of wonky or you know, it's low ceilings or whatever, but you know, you feel it can burn off or.
15:27
Wally Mulhern
And it's going to burn off. That's the way it's been around here for the last several days. You wake up in the morning and extremely reduced visibility and by 10 o' clock it's fine. And I will usually, you know, communicate with the applicant early in the morning and I'll ask them, I'll say, are you, if needed, are you comfortable filing IFR for this flight? Maybe to get to an Airport that's 20 miles away or just to get above the clouds to do our maneuvers. And then maybe by the time we come back in it's fine. And for the most part they're pretty good about it. But this one young man that I had several years ago, you know, we. To get back into the airport, it was, I want to say it was probably like maybe 1800 overcast.
16:22
Wally Mulhern
We went out, were able to do all the maneuvers and to get back into, it was back into hooks, we needed to really file, fly the approach and you know, commercial check ride. So this technically really wasn't part of the check ride, but he really had no idea what he was doing. And we got in and we talked about it and I said, did you take my advice or did you just come back the next day and start doing Shondell's and lazy eights? And he said that's what he did. And I said, well, it's, you could tell. And I, you know, we had a good discussion if you will, you know, talking about being the professional pilot. I said, so now you want to go out tomorrow and start applying for jobs and you're, you're not really proficient instrument flying.
17:20
Wally Mulhern
And I think it was an eye opener for him.
17:22
Bobby Doss
Yeah, no question. I'm sure it would be. And I think what adds to that for me is the fact that I probably let myself get where I wasn't. Instrument current. And it is an erodible skill. It doesn't come back right away. And to be able to add another level of pressure, whether it be a boss telling you we're going to go or a air traffic controller to saying maintain your max forward speed and things are doubling down on you. You gotta be really proficient and make sure that you're capable and able to execute what you need to execute. I think when I did my commercial I was shocked how hard the sectional stuff was again, the airspace was again, because I hadn't thought about it for so long.
18:10
Bobby Doss
But man, now that I'M in the level where that's easy and I've got this speed coming at me. I think the instrument stuff is really overwhelming. On top of that, I'll say automation continues to be a surpriser. Right. Commercial pilots will have a lot of automation and they'll be working as a crew. We, were flying day before yesterday. We were in approach mode. Everything should have worked the way it was supposed to work. But you know what? The autopilot didn't turn the airplane. And if we wouldn't have caught it could have gotten that to be a nasty situation pretty quick in some busy airspace. You know, you have to be in front of that airplane. You have to know what you're expecting it to do.
18:53
Bobby Doss
And when it doesn't do what it's going to, what you thought it was going to do, you better do it for it. Right? You are the pilot and I'm sure you don't experience that stuff and you're bigger planes, but I'm sure you maybe have had that in the Saratoga or been on a check ride where things didn't work out. That automation can end up biting you in the butt really quick. I think we've probably seen plenty of Air Safety Institute messages or videos about things like that where the automation ended up winning. You got to know what it's supposed to be doing and make sure that it's doing what it's supposed to be doing.
19:27
Wally Mulhern
Yeah, well, I, you know, my airline, we have an automation policy, and the automation policy, in a nutshell, says use it to its fullest extent until it starts getting in the way and then starts shedding the automation. There's, there's different levels of shedding, but yeah, you gotta, you've got to be able to. And this can happen in a very short period of time. You know, I, I used to fly the 737 when we just, when we started getting the new generation 737s, which is like in the late 1998, 99 and around there. And so they were the latest and greatest. And there was a lot of, there were a lot of times in the airplane you'd hear someone say, what's it doing? You know, and the joke was the other guy would say, I don't know, but I've seen it before.
20:27
Wally Mulhern
And really it was like, what's it doing? You know, as we learn things, okay, in this mode, it's going to do this. If this. Okay, all right, I understand it. Yeah, that's deep down in the book that's in there. But, yeah, we don't. I don't see that a whole lot, but occasionally you do. You know, it's a. What's it doing? Well, it's not doing what I want it to do. So let's turn the autopilot off. And we are. Our mantra is flight path. First is the flight path of the airplane. Lateral and vertical, going the way we want it to go. In other words, do we want to be heading down towards mother Earth? Yeah, I do. And it's not. Okay, we'll turn the autopilot off and fly the airplane.
21:15
Bobby Doss
Yeah. Today I think I've had a lot of learning moments. And today the pilot that I'm flying with gave me a learning moment. We were flying from Colorado to Houston, and he said, man, what's on? What's wrong with the automation? Your plane's not anywhere pointed that it's supposed to be pointed. And I look at the screen and the plane is literally flying like 50 degrees off course. And I look at the autopilot control panel. Everything's set up right. Everything's set up right. I'm looking and I'm shocked. I'm like, well, we gotta turn on the heading bug. We gotta turn nav off. Like, I need to fly this plane. So I turned that mode off, hit heading bug. Turned to the heading that it should have been flying on. And we turned to it and he's like, now you're way off course. What. What's happening?
22:00
Bobby Doss
And I was like, I. At that point, I didn't know. Guess what the crosswind was for us at 31,000ft. Right then.
22:07
Wally Mulhern
Wally sounds like it was significant.
22:10
Bobby Doss
It was significant. We had a 110 knot crosswind at 31,000ft. And if you've never experienced that, which many of us in the prop plane training world would not have experienced, the plane correcting for crosswind is looking like 50 degrees left of where it's going for sure. A vision. Jets doing 50 degrees left. The where the plane's gonna be indication in the G3000 was off the screen. Like, you couldn't even see where it was pointing to go. Because the. The angle of crab was so great. But I thought were off course. And he's like, you were perfectly fine. I just wanted to see if you understood what was really happening on the screen. I've seen 10 degrees correction on a G1000 in the 182, but I've never seen that much correction direction.
23:01
Bobby Doss
But you need to understand what that's doing and why it's doing what it's doing. The vertical navigation, something that's still probably not my forte and I'm learning it. But you need to know if you want to go down, why isn't the plane going down as you said it would? It can catch you. And it doesn't take more than about a minute of doing the wrong thing for you to be really out of whack and not complying with what ATC thinks you're supposed to be doing.
23:29
Wally Mulhern
Yeah.
23:30
Bobby Doss
And as we saw missing, you know, by flight rules, we fly around or above or below a Southwest jet today at about a thousand feet. You don't want to be too far off course at about a thousand knot close speed for sure.
23:47
Wally Mulhern
Yeah, yeah.
23:48
Bobby Doss
What, what about check rides and just flying that you see where people, you can't really troubleshoot something and decide to throw in the towel. I'll, I'll feed you a little hint. Like mag checks. Like mag check fails. We just gonna cancel.
24:06
Wally Mulhern
Yeah, you know, I see that a lot. And, and we talk about this in the ground portion. You know, I've got to cover three systems and I'll just throw it out there for anybody who may take a check ride with me. We're going to talk about the engine as one system. We're going to talk about the electrical system as the other system. And then the other one, I'm just going to, you know, pick something. But I mean, I think those are the big ones. You know, I, I give a scenario of we go to, and we go do our run up and one magneto, the engine is running extremely rough. What are we going to do?
24:51
Wally Mulhern
And I'd say for privates good, 55% of the people, and these are just informal numbers, but I think more than half say, well, I'm going to go back, I'm going to taxi back. And I say, okay, we see, we taxi back. Now what? Well, I'm going to have maintenance look at it. Okay, well, it's whatever the day of the week it is. Maintenance isn't around. There's no maintenance today. Oh, wait, we can't go. We can't go. There's something wrong with the airplane. I go, yeah, there's something wrong with the airplane. But it's like getting in your car and the windshield is dirty. You know. Is there something wrong with the car? Yeah, you could make the argument something's wrong with the car, the windshield's dirty. Can we Clean the windshield. Yeah, go.
25:35
Wally Mulhern
Well, then, you know, so, you know, that's one that I give and I get little more upset with my commercials who get out there. And, and I mean, is that the wrong answer? That's. I can't say it's a wrong answer. Is it the best answer? I mean, do we have something that we can do?
25:57
Bobby Doss
Can we clean the mags, Wally? Can't we clean the mags?
26:00
Wally Mulhern
Yeah, well, we, you. If you got autozone you. And you go into there's, there's mag clean. No, no. Yeah, we're not. A lot of people will say that. Yeah, well, we have a mag cleaning procedure. I go, oh, really? Well, show it to me. And they'll pull it out and I'll say, how come it says spark plug cleaning procedure? It doesn't say mag cleaning procedure? So I, I joke, I tell people that, hey, if I ever get to be king of the world, I'm gonna make two changes right away. The first change is that the term ATM machine is going to be banned because ATM machine is like saying automatic teller machine. But the other one is we're going to quit calling it a mag check, and we're going to call it that.
26:47
Wally Mulhern
That check that we do is going to be called the ignition system check. Because you're really checking the whole ignition system. You're checking a whole lot more than mags. I mean, you would think that when you do the mag check and things don't go well, you would think that you've got a mag problem and that's really not the case.
27:07
Bobby Doss
What about troubleshooting starting and your expectations as a dp? Private to commercial? So let's say this is the third block of the day where you're doing an afternoon check ride. Student, private or commercial gets in the aircraft, it's been flown four hours previous to this point, and it's fuel injected and the applicant just cannot get the plane started. What, what are your expectations?
27:39
Wally Mulhern
Well, you know, my expectations is that we would try something different. You know, the old adage, the definition of insanity, trying the same thing over and over again and expecting different results. And, you know, we see a lot of people doing that. And you know, that's a situation where they've probably never seen this. They've never dealt with a hot start or anything like that, or a flooded engine, whatever the case may be. But, you know, that's something that, for the flight instructors, if you are in a situation like that where you are having to do a flooded start procedure or a hot start, I mean, that is golden opportunity to really teach. You know, somebody sees something. Talking about it in theory are two entirely different things. I will say this, however, most. Most of the airplanes will have procedures for those.
28:42
Wally Mulhern
And it's kind of crazy if you actually follow the procedure most of the time. Vast majority of time, it works, no doubt.
28:52
Bobby Doss
And this time of year in Houston's tough because we don't have too much cold weather, but we've had, you know, 30 degrees, 25. When we wake up, it's hard to start a piston plane. And I've had a bunch of phone calls. And the funny thing is, you know, we, in the summertime, hot engines, which is the majority of what we do, we talk a lot about not over priming. Wally, don't over prime. And I think a commercial pilot should know that the PoH has a bunch of really good information in it and that if you go and explore it, that it's probably going to point you in the right direction. Well, in the wintertime, the POH, for a cold start, probably says prime it a bunch. I happen to know that a Cessna says up to eight times.
29:40
Bobby Doss
If you pumped eight pumps the summertime and assess them, it ain't going to start. But in the wintertime, it's probably going to start. And a lot of times I hear students say, man, my instructor said, never put it pump that primer more than twice. Your instructor's not the poh. And there's probably a reason why the POH says eight times.
30:02
Wally Mulhern
Yeah, yeah. Another. Another POH scenario that I will give is we're going from our departure airport to our destination, and we get about two thirds of the way there, and both of us just have to really use the restroom. So we end up diverting. And this gives me the opportunity to ask the applicant about an airport that he or she was not prepared for. Okay, you know, tell me the Runway lengths and, you know, does it have services and all that kind of stuff. So we'll go through all that. And so we go to the airport and we go in, we use the restroom. While we're there, we decide to get fuel, and then we go in, and the. The person working at the FBO says, hey, we got a really good barbecue place down the street.
30:55
Wally Mulhern
You guys want to go grab some lunch? So we take them up on it and we go, we come back an Hour later, we get in the airplane and you look down and realize, oh my gosh, I left the master switch on. And it probably wouldn't happen this way, but we'll say that we have a totally dead battery. You know, what are we going to do? And by and large, most people say, well, we're going to have to. We're going to have to. But usually what they'll say is, we're going to get a new battery or we're gonna have to charge it. And I say, well, okay, yeah, the chargers on another airplane, that one's gonna be done charging in four hours. And we can put it on this one then. So you're gonna be late, delayed significantly. And, you know, we get into.
31:45
Wally Mulhern
Most airplanes do have a procedure for starting the engine using external power. And you know, we get in, we talk about the procedure of doing that. And it's different on different type airplanes. Obviously. On a Piper, for instance, the. I'm not 100% sure about the newer Pipers, but I know the older Pipers, if you start using external power, you actually start the airplane with the master switch off, which seems a little weird, but that's the procedure. And it works. Trust me, it works. I've done it. A Cessna. Usually the master switch is on, but it is important that you plug the power in before you turn the master switch on. I don't know if you guys remember the, the scene in Apollo 13 where they had to come up with a procedure to power up the LEM to get it back to Earth.
32:41
Wally Mulhern
And they had a limited number of, limited amount of electricity. And, and so the guys on the ground came up with this complex procedure and they were telling the guys in the lunar module that they needed to follow this procedure exact. Because when you deal with electricity, you're opening and closing relays and sometimes turning the master switch on and then plugging it in. A relay that needs to be closed, won't be closed. So you got to plug the power on in and then turn the master switch on. So it's just a matter of following the checklist, no question.
33:24
Bobby Doss
And that leads me to my last question. Whether you're private, commercial, you have a commercial mindset or not, when there's an issue, what is the first thing you should think about doing? Wally?
33:36
Wally Mulhern
Fixing it.
33:38
Bobby Doss
But what would I refer to with the steps to fix it?
33:41
Wally Mulhern
Oh, Poh. Poh.
33:44
Bobby Doss
Which is going to have a checklist. So when in doubt, I recently took that vision jet checkride and every time he told me there was a problem, he says, what are you going to do? I said, I'm going to refer to the checklist. And I got them all right, because I said the right words, but I didn't know what to do in some of those cases. But you have the poh. You have a list of instructions.
34:03
Wally Mulhern
Well, I'm going to quote my college band director, Jack White, may his soul rest in peace, sweetheart of a man. And Jack White had many really kind of funny quotes. And this is we called him Jackisms, but this is a Jackism. And this referred to marching band. We. We. Everything that we played on the field had to be memorized. We weren't allowed to use music for anything. But when he, when we would be in rehearsal and he would always say, when in doubt, whip it out.
34:40
Bobby Doss
There you go.
34:41
Wally Mulhern
You could. You could say that for the poh. When in doubt, whip it out.
34:45
Bobby Doss
Thanks, Jack. Well, I will say also that whether you're a private student or you're working on your commercial, you should have a commercial mindset if you want to. If that's the end game, start thinking like a commercial pilot on day one. I started thinking about it way too late. I learned a lot later. But. But it would have been nice if I would have been thinking about that early on, thinking about the things that I was going to accomplish as a commercial pilot. Would. I think I would have been a better pilot sooner. And I got a lot to learn and a long way to go, but it's been a fun journey. As always, thanks for listening and stay behind the Prop.
35:22
Nick Alan
Thanks for checking out the behind the Prop podcast. Be sure to click subscribe and check us out online at. Behind the Prop behind the Prop is recorded in Houston, Texas. Creator and host is Bobby Doss. Co host is Wally Mulhern. The show is for entertainment purposes only and is not meant to replace actual flight instruction. Thanks for listening and remember, fly safe.