Will Samurai Husky pass his checkride?

[Danb]

1 hour ago, Marauder said:

 

SH - didn't you tell us your instructor is Max Trescott?

 

"My instructor is Max Trescott; He wrote books on the G1000, IFR flight, WAAS etc. Im sure you can google him and find out everything you need to now" https://r.tapatalk.com/shareLink?url=http://www.mooneyspace.com/index.php?/topic/18208-What-should-i-get%3F&share_tid=18208&share_fid=55491&share_type=t

http://www.wvfc.org/instructors/trescott-max

I'm surprised Max wouldn't have you fully prepared. What is he saying about this check ride experience?

 

Sent from my SM-G900V using Tapatalk

Chris I was thinking the same thing, I have a few of his books on the G-1000, maybe his interests are in compiling data for his many books? 

[bradp]

I remember on my check ride for PPL had a engine shudder which ran rough for a few minutes and cleared out.  DPE had me tell him how we were going to approach the issue.  I worked the problem and learned something in the process.  That was valuable.  Your description just seems unbelievably odd.    

[thinwing]

3 hours ago, Danb said:

Chris I was thinking the same thing, I have a few of his books on the G-1000, maybe his interests are in compiling data for his many books? 

I used Max's books to transition to glass...I also met him at a sea plane flyin at Clearlake ..he was flying a lake amphib ...since I used to have a lake and put 600 hrs we had lots in common...seemed like a straight up guy 

[Samurai Husky]

Not sure how to approach some of these comments. I do feel that saying that my CFI is milking me for data is a bit insulting. Had i felt that was at any point i would have left. 

I have also trained with 3 other CFI's as required by the club. One of them i couldn't get out of the plane fast enough as no one should be subjected to that my curse words during a 'normal' conversation (hes a jet pilot); he forgot to put the simulated instrument stuff in my book when we went out, sent him a email, no responce for weeks. Showed up at the airport when he was supposed to teach another student and asked him nicely to put it in my book. Got bitched at for about 10mins before he finally just put it in. I felt completely blown away that a human being would act that way, needless to say, never going to deal with him again. The other one was ok, the third one for some reason made me nervous, i dont know why.

So its not like i havent had other instances of training with other examiners before. If anything i will at least stick up for the character of my CFI. 

Also, we are not in a G1000 Cirrus, its a Avidyne Ex500 with dual garmin G430's. I might have said G1000 early on in my threads, but that was before i really knew what i was talking about  So there is no 'data' he will get that is at all relevant to todays modern cockpits as the EX500 has been phased out for the Perspective or the Ex5000 in the R9 (I think there is also a R10 now) system.

So right now the game plan is to take the other plane up this week and figure out why i have problems flying it. The one i am in now is a G2 SR20; The other one is a G3 SR20; There were over 700 changes made in the G3, one of them being that it sits higher to avoid prop/tail strikes; That changes the POV that i have been used to and end up landing flat (a lot); Also they did something with the throttle/prop connection which makes it stick at around 60%; which is annoying because its in a place that i tend to sit at the most.

Anyway, we will take that up and see how i do now. The last time i took it up was in my PPL club check ride; i did fine on all the maneuvers, just landings were bad. If i can figure that out then great; i will use that for the check ride as there are no sqwaks on it at all. Only problem is that its booked for the week, so the soonest i can get into it is thursday.

On the DPE front; I dont know what i to do yet. I really dont want to use this DPE again as i feel that now there is bad blood; But its also the holiday weekend and so havent really had the ability to talk with my CFI in depth about it and what my options are.

 

By the way.. he still has the lake.

[Samurai Husky]

Thanks Jim, 

I feel like have have come a long way. I think there were a few ah ha! moments and then a few 'oh FUDGE' moments along the way. All of it has been useful and sometimes just takes a little time to digest, analyze and the implement before it comes together. 

 

[Andy95W]

27 minutes ago, bluehighwayflyer said:

I just wanted to comment that you have come a long way and matured in aviation a lot in a very short period of time, Sam. Stick with it. 

Jim

+1

I regret what I said earlier about your DPE being tough, but fair.  I hadn't really understood the depths of his anger and unprofessionalism. 

Hard ass is one thing.  Asshole is another.  Good luck.

[carusoam]

Sam,

1) Sounds like you have the flying thing just about right.

2) The school/maintenance is supposed to help you have a plane ready to go, on time.  You are in charge of getting this done, because you pay the bill.

3) the ability to defend yourself using the FARs is going to be expected.  Probably wouldn't hurt to be a lawyer for this... But ordinary 17 year olds can do it too...

 

There are a few equipment issues that stand out. Not being an owner may make it difficult to see them.

1) The POH has the MELs.  The minimum equipment lists for VFR/IFR Day/night.  If you know that having a bad FF gauge is OK according to the MELs this would have cut back part of the long discussion.

2) The next thing that makes you go hmmm.  That fine airplane you are using has removed the simple MP (vac) gauge and gave you an electronic % hp instrument.

3) any idea what they use for determining % hp?  Probably a math function of MP, FF, and OAT?  See anything missing?

4) The MELs simplify the decision process.  If it says you can fly day/VFR with FF not working, you can do so.  It may not be a good idea, but the lawyers will have something to bite into.

5) my plane's MEL requires two fuel level indicators. Fuel pressure is not required because the plane has a FF instrument. Strange enough, the FF isn't listed in the MEL either...

 

6) looks like the flying portion was an extended ground session regarding uses of the POH.

- Engine out procedures.  The engine can croak at any time.  Do the best with what you have.  Discuss the talking points before and as you do them.  Avoid a stall 100% of the time.

- MELs.  The equipment can croak at any time, but must be operating properly before committing to T/O.  If you have everything the MEL wants, you are legal to fly that machine.  Is your DPE familiar with your SR20's MEL?  (If I knew something was broken, I would have the MEL available for discussion, your school/maintenance can help you with this)

- Performance landing and T/O procedures. Doing engine out 180s is possible.  BUT the risk of doing them far outweighs their value.  

The risk of stalling at low altitudes is too high and too costly.  Now your DPE doesn't sound very familiar with the SR20.  What does the SR20 POH say for engine out procedures?  Pull the handle? Do they have any other options like land straight ahead, slowly, avoiding hard objects? (I don't think so...)

Let's pretend your DPE is the fine upstanding instructor he once was, back in the day...  Was he trying to ask a simple question like.  ' if the engine croaked here, what are the procedures you would follow to save this fine airplane, please demonstrate while explaining...

If the engine out procedure says pull the handle,  the DPE said demonstrate the engine-out procedure,  should you have just pulled the handle..?  That would demonstrate something... (Mom's explanation of being dead right comes to mind)

Sitting at the table later in the day, you would expound on the issues at hand,  

- the 180 is possible, risk of a deadly stall is high.  (Practice at a safe altitude use your flight recorder to determine how well you did)

- it is important to not over bank, risk of a deadly stall is high.

- lowering the nose, decreases the AOA, the stall speed is improved. But without an AOA gauge it would be a challenge to whip out from memory the stall speed of a 40° bank with the nose down 6°.

- consider what you would do at the half way point of a short runway at TPA,  engine out.  

   * You start working the landing procedure while trying to relight the fire.

   * Switching tanks, ignition switch, pushing in the knobs, turning on the pump,  all done once.  No time for twice. (Need a good book to read?)

  * Flap decisions. Minimize drag or maximize drag?  Full flaps, nose down is probably good while turning using 30° Banks.

  * all of this works, but you are landing about halfway down the runway with very little energy.

  * alive, un injured, expecting to run off the end of the runway and hit some REILs....

Since the engine isn't really dead you begin the go around procedure a few hundred feet off the ground.

For the most part the DPE is trying to measure your thought process that you use under stressful situations.  He could have asked all of this stuff on the ground in a quiet office.  But, he wants to know you can pull out all the important answers, and use them, while at maximum stress.  

He/We want you to succeed when you do the inevitable simple dumb PP things like run out of gas or fly into IMC.

We are going to celebrate your success.  It just may take a little longer.

 

 

I enjoy the student pilot writings.  It gives me a chance to review a few things that my memory may have hidden too deeply...

Don't forget to check your heart rate while you run.  Blowing off steam running 7 minute miles can be hazardous to your physical health. Use your handy dandy HR/O2 sensor you got!

I am neither a Cardio Doctor or a CFI, but I've met a few good ones along the way.

By the way....the POH of a C152 is about 100 pages.  How many pages is the SR20's POH? about 300? The owner's manual of a’65C is a pamphlet in comparison.  In this case, simple is better.  You have become an over achiever!  It is still in line with where you wanted to go. It would be a crime if somebody sold you on flying a Cirrus, when all you wanted was to fly a cub in the pattern...

You still have the high performance retractable dreams don't you?  Live the dream!

The POH has all the answers written down within it's covers.  It is a legal document that is required to have in the plane.  The DPE knows this, and it gives him 300 pages of easy to find pieces of info to ask about.  

Bridging the generations (sexs, areas of the world, differences and preferences) is always going to be a challenge. Avoiding a guy because he doesn't speak perfect English is going to get a thunk on the back of your head from your closest friends.  After you said it doesn't madder(?). Really, it does matter(?), doesn't it?

Now, back on the horse!  This horse? or the unknown horse? You decide.

Best regards,

-a-

[thinwing]

Oh...forgot to mention the most important thing...when the DPE insisted you could do a no flap landing at PAO...you refused basically saying I can't do it....that showed good judgement...something that the DPE forgot he was supposed to be testing!

[Samurai Husky]

1. Thanks! I feel like i know what i am doing. 

2. I am pretty sure the club owner said 'oh well' to me when i told him what happend. Needless to say, i am so done with that club.

3. I looked in the POH i didnt see anything that explained it.

 

4-6 .

Ah this is where i get to be a teacher and not a student! 

MELs - So the plane doesnt have a MEL; It has a Kinds of Operation List. A MEL has to be blessed by your local FSDO and tells you what 'can' be broken and you can still fly the plane. There is a ton of paperwork involved from what i understand in order to get a MEL. The Kind's list on the other hand comes from the factory and tells you what 'cannot' be broken in order for you to fly under the stated operation IE VFR IFR etc. There was nothing broken on the plane that would have prevented VFR day flight. So we are good there. 

The plane does have MFP in both a steam gauge and a digital read out; It also gives % of power in digital read out. I find it easier to read % of power then MFP; When i first started to learn it was all %, now he started to use MFP and frankly confused me. If you go through the cirrus POH, everything is referenced in % of power; IE book speed at 65% at 3000ft = 139knts or something along those lines. So that is what i tend to use when talking about the plane and performance. Regardless, i hardly ever look at the % of performance any more and just do what needs to be done. If i'm low, more power, if im high, less. When im in the pattern i target speed not % of power. Yea, i know approx what % will get me the speed i want, but its not set in stone and changes frequently. 

The airplane has no vac system. Its 100% electronic outside of the pitot static system. In the event of complete power failure, IE 2 alternators and 2 batteries. You would lose everything except for your magnetic compass, airspeed and altimeter. Which i agree would be horrible, but not what i consider a emergency. My CFI and I practiced that exact scenario and i found it to be do able (granted we didnt land and did go around, but i feel i could have landed the plane); 

Both my CFI and I felt safe putting 2 hours on it the night before with the exact same problems. Something happens you just deal with it. Otherwise what is the point in learning all of these maneuvers? What is the point of learning what red light/green light, flashing light, white light means? (tried to do a little dr suess there); Im not advocating throwing caution into the wind, I wouldnt go on a long distance trip with everything broken. But in a area with 20 or so airports all with in 5nm of each other, its hard to understand where he was coming from.

Doing a 180 in a Sr20 is not possible, it doesn't have the climb rate to get enough alt based on distance covered. Just to put that to bed, per the POC, the climb rate is about 600ft per 1 nm. The best glide is about -670ft per nm at 96kts.

 

If i felt like it was a teaching session i would probably take it better. But it was more of a statement and protest then it was about teaching.

 

[carusoam]

Finding a DPE that you 'get along with' would be a great idea.  

I was 30s GenX, tobacco free, they were greatest generation/60s, smoked a pack prior to flight.

 

expect the DPE is still going to inop the engine at TPA...  Not on the way to TPA on departure.  That just has confusion added to the stress. (I think i missed what you were saying) can you state what he did again?

How much time do you have from TPA to the surface in the landing pattern when the engine croaks?  The descent rate is going to increase to engine out descent of about 1k+'pm (>1,000fpm) that gives you about a minute to set-up and execute whatever you are going to do to get to the ground going slowly before hitting hard objects...  Think quickly. Begin execution. Don't stall... Anything more is icing on the cake.  

If pulling the chute is the option, I'd write the obit for the plane ahead of time.  That is something you can't wait to see how well it goes, then decide to pull the chute... The risk increases independently of the altitude decreases. Time to do something runs out...

Engine out at TPA has ruined a few too many Moonies.  Mostly on departure.  Most succesful recent story was a landing straight ahead hitting trees on the ground.  Long Island, NY.  Aircraft was destroyed by the ensuing fire. Pilot was out of the plane and reported his experience here on MS.

One thing about the questions you are getting is they are seasonal and have prior knowledge attached to them.  What are all the other students sharing?  Is there a way to get in on those discussions?  My flying class room was full of CFIs discussing these issues constantly.  What student did what and how they should have handled it...  Wait for a rainy day and there is plenty of this discussion type going on...

The trick questions that certain DPEs prefer aren't that tricky when you understand the logic behind what they are asking.

reminder: I failed steep turns.  My DPE showed me steep turns with perfection, hands off the yoke while I watched.  Bank, power, trim, wait....  

Some people say don't memorize % power because it changes all the time for what you are doing.  Realistically, that is missing part of the point.  If you don't set the power approximately to what you need, the time it takes to achieve the 500fpm descent uses up too much space.  Then the pilot induced oscillations begin.  Pulling the throttle to increase the descent, than pushing it back in slow the descent.... A heavier more loaded plane carries even more energy to bleed off with the same precision.

the People at MAPA have made a nice chart for each Mooney defining what power setting and plane configuration achieves the performance on each flight segment.  Some adjustment is still needed based on loading and weather.  It is still good to have memorize starting points until you have the skills of a DPE... 

Best regards,

-a-

[Samurai Husky]

He pulled it at TPA; but at mid field on a 2400ft runway; TPA is about 800ft MSL though the runway is at 7ft AGL, so......  We also had 0 wind that day, so no help on final with the wind. Per the book the SR20 needs a minimum of  1000' to stop and that requires massive braking. Is it possible, probably; But that seems like something that should be done in a practice scenario; not on a practical.

During the pre take off briefing we are told to make a game plane prior should the engine quit and say it out loud; The default is 'engine quits on runway, BRAKE, engine quits below 500' land straight ahead, engine quits above 500' pull the chute.'

He said he would never pull the chute under any circumstances and would choose to fly the plane. I asked what if you are at 600'. he said he would do an impossible turn or land straight, but would not use the chute even though its there and that i should go out and practice impossible turns until i get good enough that i can do them at 1000'; Problem is, based on the numbers i just gave you, that wont work... you would be dead before you got to the runway.

[carusoam]

I'm pretty good at misunderstanding what somebody has said.  But, I think that DPE is better for somebody else...

your training and your POH don't coincide with where the other guy is coming from.  

A PPL is good for all single engine land airplanes...  Each one comes with it's own POH.  As a PPL you can legally fly all kinds of planes.  They each will have a POH with limitations.  It is highly recommended to get transition training when changing to a different plane.

What I would expect from your CFI/school is to be matched up with somebody that follows the training that they are supplying.  A DPE can probably demonstrate safely doing a 180.  The training is to pull the chute.  If doing a 180 is important to the DPE, shouldn't the school be teaching that too?  

My C152 experience was to do it abeam the numbers at traffic pattern altitude. 180° land on the numbers if you were skilled.  Target 1/2 way down the field if you're not that skilled.  It is better to land long, than to be short...

With an SR20 it sounds like you have two options.  But, Cirrus has been pretty clear that there is only one in their plane.

Being a new PP isn't about interpreting known procedures.  That takes time to gain that level of experience.  Some people solo around 16 hours of flight.  They do this by focusing on the minimum that needs to be done.  No more, no less...

what does your CFI think about this now? Is this the first time he has used this DPE?

Cirrus vs. DPE vs. student...  Too complex to wander into that battle unarmed...

Asside from this specific situation...  How much altitude does an SR20 lose in a 360° turn at 90kias using 30° bank and again at 45° bank?  These are things that are good to know for engine out situations...

From 1000' you can get a lot done.  This is the reason TPAs are generally about 1000' AGL.  The Cirrus isn't a completely inept machine that can't execute a 180°.   But if you haven't trained to do this, the check ride wouldn't be the first time I would want to see it.

I'm not a big fan of pulling the chute and see where this thing is going to land either.  There is plenty that can go wrong with that plan too...  We had a pilot use the chute in the NYC area.  He used the engine to successfully steer towards a clear area.  The Dr. was having a  health issue over a crowded area.  There probably isn't any training for that either...

Best regards,

-a-

[Samurai Husky]

I really hope that the rest of my flying career goes a bit smoother that what i have experienced so far. I would say this has probably been the most difficult thing in my life and basically is sucking all the fun out of it. Maybe the next time we go up i will ask if there is something fun we can do, like a IFR approach or something. Just something new besides the same maneuvers over an over again. 

5, The horse is dead. Long live the horse...... seriously; no time or money to go back and relearn a new plane. 

4. CFI cleared it; it was cleared for VFR flight both day and night. Maintenance cleared it,  the DPE should eat the FAA dog food and not interject his personal opinions. Especially since it flew in the exact same condition the week before with him in it. Changing his mind at the last second because he had to leave at 230 and its now 130 is BS. 

3. I dont consider the cirrus to be 'complex'. I dont know why people keep saying that. Its a plane, it functions on the same principals of every plane out there. It doesnt have prop control, its fixed, it doesn't have a retract, the only thing that seems to be scaring people is the computer screen of which there are still steam gauges. You can turn the PFD off and it still has everything you need to fly. So whether you look up at the screen or down at the steam gauges is up to you. But it doesnt make it any more or less complex.

2. Maybe, he didnt seem to care what i said other than pulling the chute violated his principals of flying. Its not a swamp; its a marsh; Trust me, you do not want to land in that marsh regardless of what you are flying. You will flip and die. https://www.google.com/maps/@37.4664547,-122.1184934,1668m/data=!3m1!1e3?hl=en

1. Isnt a IR considered a more advanced rating. Most people have what 100+ sometimes 200+ hours before they get their IFR? So i would expect by then you are prepared for certain things because you have built time and familiarity with what you are flying. You know options that you might not have known at 60 hours. I am good with all of that but as PIC i made the decision that with a no flaps this was a bad idea lets go do it somewhere else and that idea what rejected. Pulling the power at midfeild was akin to no flaps, whether you have 1500' of runway at near stall or 2400' blazing in at 85knts with no wind, the runway is just too short for some one with less experience. We were already going to divert to another airport with a longer runway, we could have just as easily done it there. We also hadnt done short field or soft field yet, so its not like we didnt have 'other' things we could have done. It is what it is. 

I will answer the CFI question again. Yes my CFI has had experience with this guy in the past. Yes in the past it had all been positive. No he hasn't used him recently as most students at my club give up prior to PPL. I dont know how long its been, he is just as shocked as i am.  Not many people get ppl in the bay area. Its hard regardless of what plane you are in. My CFI called a bunch of other CFI's he know; Apparently the average right now is 3 attempts to PPL. 1 guy passed on his first try recently; but he was from Singapore and had 5000hrs flying commercial over there. He came to the US to get his US PPL so he could fly a N number in Singapore.

Hope this clears some things up. 

 

@carusoam

I would have to look at it; The book doesnt say; But from my memory its like 300ft or more; when you make that turn you are dropping fast. By the time you are 180, You are about 150' or less from the ground. So you have about 20 sec and need to be near the numbers while also putting flaps in and slowing up. 

[carusoam]

Andrew, they are a handout for the PPP Mapa training event.  Somebody posted them around here sometime ago...

It is a really good piece of information to have.

Best regards,

-a-

[donkaye]

28 minutes ago, Samurai Husky said:

I am good with all of that but as PIC i made the decision that with a no flaps this was a bad idea lets go do it somewhere else and that idea what rejected. Pulling the power at midfeild was akin to no flaps, whether you have 1500' of runway at near stall or 2400' blazing in at 85knts with no wind, the runway is just too short for some one with less experience.

Let's put it this way, I have 10½ thousand hours in smaller GA airplane (mostly Mooneys) of which 5,800 is teaching in them, consider myself an expert in landings (even made a landing video to teach them), and I'm not going to practice simulate emergency landings into Palo Alto--way too risky.  For example, there is a 5 foot berm leading to the threshold, which is slightly displaced.  Misjudge and hit the berm and it's all over.

Interestingly Tom Hornak was at Squadron 2 at Reid Hillview for many years.  He was instrumental in setting up the airplane keying system there.  He was one of the first to get the Master Flight Instructor Designation many years ago--since let it lapse.  When I was working on my first one seven designations ago he willingly spent some time with me going over what was required for his portfolio.  It made it easier to see what was required.  Mine ended up like a dissertation with over 250 pages.  Over time both CFIs and DPEs seem to get burned out.  When that happens they need to take a break.

[Mr Bill]

Hello SH,  KSTS  Cherokee 140 with 160HP $136/hr.  N5825U  , lots of instructors, 8 DPE's 

You will be pleasantly surprised how fast you will adapt to the cherokee, and get yout PPL.

I just passed my 60th year flying airplanes, from Aeronca to Boeings and I find the way you are going about this is not producing the results you want.

You have to hit all the ACS standards no matter who is giving the checkride, so go get your PPL in a trainer then transition to whatever you want later. Transition is done with a CFI not a DPE with an FAA checklist on his/her clipboard. They are free to question whatever they want regarding that airplane. By the way there are very specific procedures for placarding inop items, including logbook entries.  FAR 91.213

Listen to Bonal and get your PPL.

Mr Bill

 

[Samurai Husky]

I was including the students that use the 172's and 152's. We have plenty of 172's and they are all booked. So the demographic isnt just cirrus students. 

Its not just this club, he called CFI's at other clubs and it seems that is the same story. Very few people are passing on their first or 2nd try in general, regardless of plane. I dont know what to say; Most arnt making it out of oral either, which shocked me.

It also looks like the club is starting to push diamonds for their trainers instead of cirrus. There are tons of new ones coming on the line including a diamond twin star. 

[Samurai Husky]

@Mr Bill

Unfortunitly thats over 100mi away. I would have to fly there in order to fly there

 

[bradp]

SH do you have all your time in the SR20?

Just do a couple of hrs in a PA28 or a C172/152.  Just so you can see what it's like.  

Part of the experience of learning to fly is learning how different airframes handle differently.  It's all part of the learning process. Flying a high wing and understanding how that behaves informs you flying a low wing.  

Alternatively - go plane shopping.  Retail therapy.  Find something you like and get back on the horse.  

Btw did I mention you're either going to end up in a turbo-normalized F model or a C182 or a Bonanza :-).  If you are seriously considering a C182. fly a C172- they are essentially the same.  

[Samurai Husky]

Just now, bluehighwayflyer said:

OK. I certainly don't know your area or your options. I did get my PPL on my first try with 40 hours, though, ... in a C152.

Maybe you should just listen to us on this one?

Jim

 

We will see how it goes. Im going to fly the other sr20 which is in much better 'health' and see how i do; If i suck and feel that it will take just as long to learn it than to transition then i will transition. Maybe i am actually good at flying and it will be nothing to even think about? Maybe my new landing technique will solve the issues i was having... wont know until i try.

In the mean time i need to discuss my options with my CFI and see if we move on to a different DPE; I trust his opinion and it seems he is ready to start calling the FSDO to launch official complaints. I thought it was funny that he said it would only take a hour to do the flight... It takes 15 mins just to get to the test area, so 30mins there and back, i dont know how you get diversion, stalls, slow flight, steep turns, hood time, and 3 or 4 To/landings, emergency procedures etc. done in 30 mins unless he was going to skip some of it.

@bradp

2 hours in a Sr22, 1.5hrs in a 172. I did not like the 172, it couldnt really see over the cowl very well. it was like i was in a corvette or something where you cant see the front of the car. I had a 3000GT once, its was a lot like that. I probably could learn to look out the side window to flair, but i imagine it would take some time to learn. 

[Skates97]

I have only flown the Cherokee 140's and a 180 but they are not difficult. I'll bet it wouldn't take you long at all to be able to pass a check-ride in one.

[gsengle]

I believe there isn't much easier to land than a Cherokee... I think it's much easier than a 172...

Sent from my iPhone using Tapatalk

[Samurai Husky]

Looks like the DPE did something, my plane is officially grounded until further notice. 

[Danb]

5 minutes ago, Samurai Husky said:

Looks like the DPE did something, my plane is officially grounded until further notice. 

What a dick!

[Yetti]

Carsom line for the win  " I'm pretty good at misunderstanding what somebody has said. "   I promise to work that into a conversation next week.