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Make the Donuts, hosted by bestselling author and commercial pilot Erik Sabiston, dives into the secrets of success through engaging interviews with experts from diverse career fields.
00:00:00:00 - 00:00:15:04
Speaker 1
I remember a medic of mine. She did not think she could be a pilot. She didn't think she could be a medic. She used to go over to the fence near the hospital and watch HEMS pilots land. These helicopters and medics and nurses get out. And of course, years later, she became the oldest pilot in U.S. history in the Army.
00:00:15:05 - 00:00:19:23
Speaker 1
But there's somebody like her right now who doesn't think they can do it. Tell them right now what you think about that.
00:00:20:00 - 00:00:33:23
Speaker 2
It's not. If you're not smart enough, it's do you put the work in a guy who shows up for a brief and he's prepared for the brief, but he struggles in the aircraft. We're going to give him extra time. Someone who shows up unprepared didn't study. It's hard to do that. I can't make a study. But I can help you with the steak scores.
00:00:34:00 - 00:00:51:09
Speaker 2
So I think anybody out there that that this is their goal or their path is obtainable. Lots of people. It's just you got to put the working to me. I laugh every day. I love my job. My aunt who's never changed. But when I was washing dishes from the Saratoga to now a flying EMS with, you know, some great leg cooking for a great company like Metro.
00:00:51:13 - 00:01:11:11
Speaker 1
Welcome to make the donuts. I'm your host, Eric Sabaton. I'm a bestselling author, a dual rated airline pilot, and a career counselor. I've helped over 8000 people make the jump to the airlines. Now I'm interviewing successful people from a variety of professions around the world. It's time to learn their secrets for success. Make the donuts. Starts now. Welcome to Make the Donuts.
00:01:11:11 - 00:01:36:08
Speaker 1
I'm your host, Eric Severson. Thanks so much for tuning in today. I've got a very special guest. Scott McKee is a former Crabber turned, Navy enlisted guy who became a pilot, a naval aviator, and then he became an airline pilot. And now he's a HEMS pilot, helicopter emergency medical services pilot for Metro Aviation. So today we're going to learn all about how to be a HEMS pilot with Scott.
00:01:36:10 - 00:01:48:18
Speaker 2
Thanks, I appreciate it. I really look forward to doing this. I saw your list of other guest and it was quite impressive. So I'm not sure why you wanted me on here, but let's take it, you know? Okay. It was good enough. I'll. Come on.
00:01:48:21 - 00:02:06:05
Speaker 1
Yeah. It was. I can't do this. The whole reason you did what I wanted to do here. I was a young man, and I wanted to be a naval aviator. And I was enlisted. And I was in a helicopter squadron, in the Navy Reserve. But you did it. How did you do it? You went from enlisted to naval aviator.
00:02:06:05 - 00:02:08:11
Speaker 1
That's the first question I have. How did you do that?
00:02:08:11 - 00:02:36:21
Speaker 2
So, you know, just to backtrack just a little bit, when I went off to college, I was 17 at a medical college in Georgia studying radiation therapy, and I was just too young to be there, dropped out. We're back to the local college, and Savannah dropped out again. And I got a job at a Navy shipyard that was a Yardbird work King heating, ventilation, doing installations on the coastal mine hunters, the MHC class ships that are not steel, their glass reinforced plastic made for coastal mine honey.
00:02:36:23 - 00:03:02:12
Speaker 2
And then I got laid off. So there was 19. No education, no road training, had no future. And I met a lot of really cool sailors to people who've been in the Navy who were working out of the shipyard. And I just kind of like their stories. And that's how I end up going out to the recruiting office and enlisted into the Navy back in March of 1992, and I came in under a special dive fare program.
00:03:02:13 - 00:03:31:07
Speaker 2
So at that time, in order to be a diver or seal, you had to have a source rating. So you were a gunner's mate diver boses, mate seal. Now those are the individual mosses are jobs. So I came in, I wanted to be a diving medical technician. Went went off to boot camp in Orlando 92. And of course they didn't have hospital corpsman available and all the jobs they had, none of them I like, but they had Navy photographers make.
00:03:31:09 - 00:03:54:18
Speaker 2
I said, well, that sounds kind of awesome. So I went, from boot camp after photographers made a school in Pensacola there, finished up my dive test, went from there to dive school in Panama City and still be in kind of young and not well prepared. I tried it out of diet school, unfortunately, and got orders, that week to go to the USS Saratoga.
00:03:54:20 - 00:04:14:23
Speaker 2
So then I just kind of started a normal pipeline of a typical sailor. You got, sea duty at five years of sea duty. But what I started doing was taking classes on the ship. A lot of people don't know. There are civilian professors that come on to ships on deployments and teach classes. Plus, you can do clep tests where you can take a test.
00:04:14:23 - 00:04:37:03
Speaker 2
And if you score high enough, you get the college credit for it. So I applied, I tried for a Naval Academy spot while I was on the Saratoga that make it. The Saratoga decommissioned, went to the USS John F Kennedy, was there for four years. Did the same thing. Try for a commission, get my associate's degree, kept working on other college degrees, clipped, and then went to shore duty.
00:04:37:03 - 00:04:55:10
Speaker 2
And by the time I got to shore duty, I went to night school on the weekends, while I was also working part time at a hotel. And my wife, we were just about to have our first born. So I was doing all that. And I just, I think the whole commission thing pilot was a pipe dream. I was just wanted, wanted to get commission.
00:04:55:12 - 00:05:14:22
Speaker 2
So I dropped the package with the Secret Service and I went in for a special agent interview. I went up for a panel interview. We have three agents had listened a report writing exercise, the tertiary enforcement exam, the physical. This is over several months, and they were doing a background check and as a backup plan I dropped officer package.
00:05:15:00 - 00:05:34:15
Speaker 2
And then I got the phone call and they said, hey, you got picked up for pilot. And it was just kind of unreal. Yeah, I just made six, six months before. So I was a first class petty officer first class, and it was just one of those that you never think it can happen to you type deals. So of course, at that point, I decided I'd already been in Navy.
00:05:34:15 - 00:05:43:05
Speaker 2
I was ten years. What? The time I'd had committed. So yeah, at this point, I think I just stay in the Navy. It'd be. It'd be a naval aviator.
00:05:43:06 - 00:05:47:00
Speaker 1
Wow. That's, So it was pretty easy there.
00:05:47:02 - 00:06:05:12
Speaker 2
Well, I think it's important to include those failures along the way because everyone, you know, everyone sees surf, they see the hard work or what you get. They don't see. Sometimes I think the failures and, you know, took me three times to get a commission. It took multiple times the different colleges to find the right one, the right path for me.
00:06:05:12 - 00:06:13:17
Speaker 2
And I think that's that's why I like to bring those up. What I talk to people or mentor people because it's not always easy and it's not always on the first try.
00:06:13:22 - 00:06:32:19
Speaker 1
Yeah, it's not always just a straight line to the Naval Academy. Or college to do ROTC or perhaps, you know, get your degree on your own and then go OCS. There are other circuitous pathways, like you, you took to getting there. And so you were an E-6, petty officer first class. How old were you at that point?
00:06:32:21 - 00:07:00:00
Speaker 2
I was, roughly 27, 28. So I went to OCS down in Pensacola, and I saw the name of my class chief and I was like, there's no way this is the same guy. My class master chief from OCS was my boot camp chief from Navy Boot camp and 92. So nine years later, the same guy, the same red rope.
00:07:00:02 - 00:07:16:23
Speaker 2
And he remember me. He said, you look familiar to me. So that's because you put me through boot camp in 92. And so, when you do your first salutes down the road, I gave him my coin for salute. I said, look, you pushed me from civilian to enlisted, and you push me from listed officer. So hopeless coin.
00:07:17:00 - 00:07:30:02
Speaker 2
Wow. Yeah. You keep off of special. But yeah, I did the OCS route. And then primary flight school through the pipeline. But you're talking about age. I get my wings a month before I turn 30.
00:07:30:02 - 00:07:34:05
Speaker 1
Wow. You were. They were getting called. Grandpa. That was your first call. So I'm proud.
00:07:34:06 - 00:07:54:11
Speaker 2
I was older than a lot of my a lot of my flight instructors, I believe. Yeah, that were typical. Just lieutenants. I mean, I was just it kind of have always have been through my career from that point on, which, you know, played to my strengths and have other people played in my weaknesses. But I would use that to my advantage without having an attitude kind of just, hey, you know, teach me.
00:07:54:11 - 00:07:55:06
Speaker 2
I'm willing to learn.
00:07:55:07 - 00:08:02:01
Speaker 1
You went through the pipeline, you know, at a time when the military was kind of drawing down. You had the riffs and stuff like that, right?
00:08:02:03 - 00:08:27:08
Speaker 2
Yeah, definitely. In the early 90s going down and then we saw kind of the rebound a little bit, you know, not to get political with different elections. Sure. Later on in normal. Yeah. The late 90s and they started doing targeted pay raises for a while by for certain ranks and years of service. So at E-5, what, 7 or 8 years was getting a higher pay raise than E-4 with two years of service?
00:08:27:10 - 00:08:28:18
Speaker 2
You know, they did that for a while.
00:08:28:18 - 00:08:36:18
Speaker 1
Let's talk about flight school. So we went to flight school. You went through all the initial training and the courses you started out in. What airframe.
00:08:36:20 - 00:09:01:04
Speaker 2
So for for flight school, I was, to 234. I was a 1527 corpus. And I was there during 911. And we were in kind of trailers because they were doing rehab of our hangars. So we had no TVs, so we just had to listen to the broadcast of everything was Going On 911 on that day because we just didn't know, you know, initially it was an accident, but without any TVs.
00:09:01:04 - 00:09:26:18
Speaker 2
It was kind of like being thrust back in time with just everyone huddled around a radio. Yeah, listening to hear what was going. So, but that did cause delays throughout the train and platform with everything, because aviation kind of shut down. We didn't know what. We didn't know at the time what was going to happen. So, I was there a little bit longer, I think 7 or 8 months for T30 for primary flight training there went to HD 18, which was in Milton, Florida.
00:09:26:21 - 00:09:37:05
Speaker 2
Why do you feel north of Pensacola? And that, for advanced helicopter training. Awesome. And I, winged the September of oh two.
00:09:37:06 - 00:09:44:18
Speaker 1
Okay. And so you get it out to the fleet, you're doing your work ups and all that stuff. What was your first, overseas deployment as a pilot?
00:09:44:20 - 00:09:53:06
Speaker 2
So I flew, I got selected for the H3 seeking, which are the old, we even have some of the old marine ones. We did the.
00:09:53:08 - 00:09:54:06
Speaker 1
Same every day.
00:09:54:08 - 00:10:00:10
Speaker 2
Yeah, well, if you ever go to the Reagan Museum or the Pensacola museum, I have flight time in both the both those aircraft.
00:10:00:10 - 00:10:01:05
Speaker 1
I've seen them.
00:10:01:10 - 00:10:19:06
Speaker 2
So it's always kind of neat to go there. So my first deployment on that side, I've already done two on the enlisted side was to Bahrain as a desert duck, and there were supporting all the ships in a north gulf off of Iraq, the North Arabian Gulf, the nag, that's what we call it. So pack small cargo.
00:10:19:08 - 00:10:29:14
Speaker 2
Everyone kind of does some type of search and rescue, but the bulk of what we did was moving people mail cargo out to these smaller ships that couldn't fit a card. You know, that's with the katana.
00:10:29:16 - 00:10:31:03
Speaker 1
Like ash and trash.
00:10:31:05 - 00:10:50:16
Speaker 2
Yeah, yeah. But we were masters of it. We we enjoyed it. And I think, the Navy has struggled in some ways with identity for some of the helicopter platforms. But we were straight packs, small cargo. We were great at it. You know, flying people out. So you had people leaving from church to leave. You got carry at parts that you need for radar system plus just mail.
00:10:50:18 - 00:11:17:04
Speaker 2
And we were especially around Christmas time, doing a lot of mail runs out there. So that was my first Navy deployment as an officer out there. Still as a it was a j.g. subs in oh two did it J.G. still as a j.g. made aircraft commander and then deployed again as aircraft commander to Italy because I had kind of somewhat made it through the pipeline faster at it, other than those few delays we talked about, I didn't have any other delays.
00:11:17:06 - 00:11:31:20
Speaker 2
I mean, I just ran through. So I finished my second deployment still as a lieutenant. JG wow, which was to Italy, which for a deployment is that's not too bad. That's really that's pretty nice one to do for us.
00:11:31:22 - 00:11:40:11
Speaker 1
Yeah. That's that's fantastic. So how many hours did you get on your cruises and on your, your tours in Italy and Bahrain?
00:11:40:14 - 00:12:00:16
Speaker 2
I feel like we were flying some. That's a busy, base there. And I think we were getting, like, 50 or 60 hours a month because it it's a three hour flight just to get up to the North Arabian Gulf, plus you you got to get 4 or 5 ships on a coalition of ships. I mean, Singapore ships, Australian, British.
00:12:00:18 - 00:12:22:04
Speaker 2
So we're doing a lot of those than back. So I probably got on that deployment several hundred and then you had to have 500. You make aircraft, commander. So I was probably about 300 ish. 3 to 400 is my guest. The first time I had that was a long time ago. And then my second deployment, that was a one aircraft for pilot detachment.
00:12:22:06 - 00:12:25:07
Speaker 2
So it was much smaller.
00:12:25:09 - 00:12:28:00
Speaker 1
Footprint was a small Boyer.
00:12:28:01 - 00:12:51:18
Speaker 2
Well, it was shore based. But what you really are are six fleets, the three star out there who's also dual headed as NATO command. You're essentially his transport. So he embarks on a ship. You go with them to be able to fly them in and out. You know, if you need to evac him from Gaeta, which is where the base was at the time we were down in Naples, to do any just normal flying stuff out to ships.
00:12:51:18 - 00:13:12:06
Speaker 2
But it's a very small, detachment there. So you were only getting 15 hours, 15, 30 hours a month. You know, during that deployment. So not a whole lot. Were there any other problem at all? That was it was the sundown, the H3. They were getting rid of the Navy replace H3. So the 46 is with 60 Sierras.
00:13:12:07 - 00:13:25:18
Speaker 2
So as they were getting rid of them, they have limited flight time. They try to save them to eventually get them out to Davis-Monthan, to the boneyard. If there's not. Yes. Infrastructure. They're not continue to invest in these because they aren't getting rid of them.
00:13:25:20 - 00:13:39:06
Speaker 1
What was the biggest challenge for you anywhere from, say, OCS to making aircraft commander and kind of settling into a rhythm as an A as a naval aviator. What was the biggest challenge for you during that time period?
00:13:39:08 - 00:14:07:00
Speaker 2
It would be letting go of my enlisted side and figuring out where I belong. So as I still as a student in the rest of Fleet Replacement Squadron flying would still instructors. There were lieutenants. I would kind of gravité to the crewmen, to our air crewmen that we had, which there, you know, always there were great people, but they looked at me as an officer and I just look at them as enlisted, which I was just 18 months ago.
00:14:07:02 - 00:14:31:05
Speaker 2
So that was, I think, a big problem was that identity and identity politics. But realizing, hey, I'm not just one of the enlisted anymore. So it's kind of, you know, but it's it's not forgetting where you came from. You know, it's just never changed. I didn't change, I just kind of had to adjust a little bit to that officer lifestyle of who I was and kind of fitting in.
00:14:31:05 - 00:14:42:01
Speaker 2
I think that was probably the hardest part in that first two years. You know, I'm here to be your boss, not your buddy. And that can be both. I forgot to be one that I got to be your boss kind of thing.
00:14:42:03 - 00:15:02:08
Speaker 1
Yeah. You know, I, I totally understand where you're coming from. It's difficult when, you're noncommissioned officer, and then you're suddenly, you know, a pilot and you're, you know, warrant officer or in the Army, we call them Arlo's real live officers. And you're suddenly making decisions that affect people. Yeah. Yeah, that's that's a that's a tough transition.
00:15:02:13 - 00:15:07:02
Speaker 1
Okay. So you ended up flying in the Navy. Now, how long did you fly for that tour?
00:15:07:02 - 00:15:27:13
Speaker 2
Was three years that I went down to the flight instructor tour, which I loved it. I really loved instructing and teaching guys to fly. I usually could find enough humor in their mistakes to teach them a better way or technique to teach them. So I did three years there fly, and then I did a couple of nine flying tours.
00:15:27:15 - 00:15:46:09
Speaker 2
I was the hanger officer. Eventually the many bars on USS Nassau, I was, able staff was executive assistant for a two star and one star. And then I got picked up for the department head. So then I would transition to the six to Sierra and about 2013. And that was the first time I ever flew with night vision goggles.
00:15:46:09 - 00:16:07:00
Speaker 2
Had never flown with them prior to that because the H-3 wasn't compatible. I wasn't trained to do it down in the as a as a flight instructor, because you had to have at least 100 hours to instruct it, and I had zero that was roughly 2013 that a full workups deployment on that, probably my best deployment. I love that one.
00:16:07:02 - 00:16:28:02
Speaker 2
And when I left that tour, they said, you want to go be the executive assistant for a three star admiral and make Xerox copies and PowerPoints, or do you want to go to the force and be the operations officer and fly and teach? So it was like, you know, $200, you know, a buck cooking here. I'll take the $200.
00:16:28:04 - 00:16:48:01
Speaker 2
So, I did that for another four years. So I kind of really got lucky with the length of time I was able to fly compared to the normal platform for the Resonate Aviator, especially for helicopter guys. It's very regimented on your tours, and I just kind of get lucky where I fell in to get that extra flight tour at the end, which is where I retired out of.
00:16:48:03 - 00:17:03:20
Speaker 1
So you got a pretty unique perspective being a pilot, being a naval aviator, and also being an instructor for a young person considering, making this their career. Tell us a little bit about, you know, post, OCS. What's the process like there at Pensacola? What are the.
00:17:03:20 - 00:17:36:20
Speaker 2
Steps? So after you finish OCS, which has moves no longer in Pensacola or up in Rhode Island, you do what's called API, which is a aviation preflight nation. And they're they're teaching you basic, you know, how a plane flies, aerodynamics F FAA for Aim. So all types of regulations dealing with rules of the road lighting on an aircraft, who has the right of way, engines, systems, you know, jet engines, props that is about four weeks of classes.
00:17:36:20 - 00:17:56:21
Speaker 2
And in between there, you also working on some of the things people don't realize that you have to do with aviation survival training. And one of those is you have to swim a mile in a flight suit. You have to tread water in a flight suit and boots for five minutes without any flotation. You have to learn how, all types of water survival plus or land survival.
00:17:56:22 - 00:18:19:21
Speaker 2
Because we do. I'm doing both. And you're kind of building up to that in between those classes. And you do? We always called it, redneck parasailing. So they take you out in Alabama behind a truck and a parachute and a pool. You did you get airborne? Stop the truck and you drift down. And as you're drifting down, you learn how to land with a parachute in case you had to bail out.
00:18:19:23 - 00:18:42:09
Speaker 2
And then everyone's favorite, the spin and puke. And actually, even though it was early 2000, I have video of the spinning puke which are teaching you how you can get spatially disoriented, which is a huge danger in aviation. Sure. And we train on a lot, but that's kind of your first exposure to spatial disorientation. When you are the leans, there's different types of names.
00:18:42:09 - 00:18:50:11
Speaker 2
There's different types of disorientation where you you're think you're moving to the right, but you're really moving to the left kind of thing.
00:18:50:13 - 00:18:52:15
Speaker 1
Okay. So you go through the spin and puke.
00:18:52:17 - 00:19:10:23
Speaker 2
Yeah. You've got to go through the spin and puke. Because you had to get aeronautical adapt. I mean, I was flying, so on my list of side I was flying in the back, the helicopters taking pictures, riding backwards, living my best life. And I get the 234 and my first couple of flights. I was puking my guts out.
00:19:11:01 - 00:19:15:18
Speaker 1
So what was the timeline for there? So you spent a year, you did the API and then what happened next?
00:19:15:23 - 00:19:41:23
Speaker 2
So API is roughly six weeks long and after and those halfway through you will find out where are you going to go for your primary flight school today. We those two primary flight schools, Corpus Christi, Texas for primary are Whiting Field, which is just north of Pensacola. We wanted to go to Texas. My wife was from Texas, so we went to Corpus Christi for primary, and the pipeline has changed a little bit, but that part's still the same.
00:19:41:23 - 00:20:06:15
Speaker 2
You will then go to your primary flight school, and you're there for 6 to 9 months learning to fly. Now it's to T-6. So, but it's the same thing. They introduce it at various levels. You will start with basic classes, systems on the aircraft, emergencies on the aircraft. Then you'll jump into cockpit trainers which are like simulators, but they don't really move.
00:20:06:15 - 00:20:24:16
Speaker 2
And it's just teaching you how to start the aircraft, what the buttons do, how you what buttons you hit during certain emergencies. So you're not wasting a whole symptoms. There's only so many sims and you're doing that and then you'll get, you're on wing. The person is going to teach you to fly for the first 7 or 8 flights.
00:20:24:16 - 00:20:53:08
Speaker 2
You'll pair up and then those are going to those are only going to be daytime VFR type flights, basically crawl, walk, run. So you're going to do that through that pipeline. Then what you get done with that you'll go back into instrument basic estimate training. So not radio instruments, not so much flying instrument approaches but learning just how to navigate off of how to read, you know, a VR attack and how to use the needles, how the head falls.
00:20:53:08 - 00:21:25:22
Speaker 2
Tail rides with the needles point to point using GPS. So you learn it through that. And so you kind of go back and forth with flying format. You're familiarization flights, instrument flights back into flying some more, start introducing aerobatics, start learning some instrument, start the more in-depth instrument stuff, back to doing formation flights, formation aerobatic flights back into more instrument stuff and you kind of keep going in and sprinkling some night time and some of those to eventually you get close to where you're going to wing.
00:21:26:00 - 00:21:53:10
Speaker 2
So this is over a six month period, and at the end of that, based off of your grades and the needs of the Navy, you will you put in your wish list of where you want to go for your next your next airframe. And it's basically broken down to jets, props or helicopters. And but you're also training with Marine and Coast Guard, so you're not really in competition with them, but they are winging or completing at the same time as you.
00:21:53:12 - 00:21:58:20
Speaker 2
So they'll have different whatever the Marines need or whatever the Coast Guard needs kind of thing.
00:21:58:22 - 00:22:01:23
Speaker 1
Do you have NATO partner students like we do in the Army? We.
00:22:01:23 - 00:22:24:05
Speaker 2
Doing? Yeah, yeah, lots of I mean, Saudi, I mean, Japan. I've seen so many different nationalities, their training, that you just don't think of that are part of either the agreements when they sell the aircraft or train the pilots are, are, ones where we just kind of swap. And then for a while we were swapping even, inter-service with Air Force.
00:22:24:07 - 00:22:43:09
Speaker 2
There's, you know, a couple, Air Force guys that are training with us. And then same thing. They were sending Navy guys for their primary. They're not not for the advanced, but just for the basic flight school as they kind of I think the DoD tried to go with a kind of one size fits all. Can we use the same thing to train everybody and cut down on cost and stuff?
00:22:43:09 - 00:22:52:22
Speaker 2
But yeah, but they're all just they're enough. There's so much differences between the services. I think it's kind of one of those it's kind of hard to do for a, a real long term.
00:22:52:22 - 00:23:06:10
Speaker 1
One of them that I, I, I'm curious about is in the Army, we took our academic records and our check, right. Scores, and then we took a test, and then they took the PT score, and they put that in there before aircraft selection. Does the Navy do that?
00:23:06:12 - 00:23:25:12
Speaker 2
No. I mean, you had to pass your, your physical readiness test, but, and you can get higher scores on it. But our fit reps while you're a student, they're basically called and not observed. So as long as you don't get in trouble and you can pass your physical, it's just and not observe just to kind of keep you moving right in the pipeline.
00:23:25:14 - 00:23:29:12
Speaker 2
Okay. We we don't, you know, if you if you could do a mile and a half, then you can do it. That's good.
00:23:29:13 - 00:23:49:03
Speaker 1
Hey, everybody want to take a quick second to thank my friends at Phantom Products for believing and make the donuts sponsoring this first season. They're powering us. And on top of that, they powered amazing lighting applications. Since 1943, they've been providing lighting to the military. They used to light the shipping lanes for military transports during World War Two.
00:23:49:04 - 00:24:11:08
Speaker 1
They provided lights to the New York Police Department, the New York Fire Department, and first responders all over this country. Their family owned American made. When I was in Afghanistan and Iraq, I was using this phantom TLS. It's an awesome light. It's got covert, secure white, got cyan, it's got infrared. It's got these built in flash patterns if you need it in a roundabout way, without this light, there's some people in this world, it probably wouldn't be here.
00:24:11:08 - 00:24:27:05
Speaker 1
So I want to thank Phantom Products again for believing in the show, for sponsoring us, and for the great stuff you guys make. Check out the website, we'll drop it down the show notes. And again, Phantom products, thanks for helping us make the dots. Okay. And so you went to the Fleet Replacement Squadron. I guess it's like a rag.
00:24:27:07 - 00:24:44:18
Speaker 1
And you get out there and you get proficient on there on the H3. And then of course, later on you became instructor. Now, before you left the Navy, you're pretty much a 60 guy. What was your favorite assignment besides flight? Besides, besides teaching flight school was your favorite, assignment downrange?
00:24:44:18 - 00:25:13:18
Speaker 2
My OIC is my officer in charge. Detachment was by far. I mean, I just hit the jackpot, and the the my crews, all the lieutenants I had my maintainers, my chiefs. I mean, just top notch individuals all around. So I got lucky with that. But that was in Italy. But what we did was we went over all for Sochi, Russia, and I was the OIC for all the help helicopter operations in the Black Sea during a Winter Olympics in 2014.
00:25:13:19 - 00:25:14:22
Speaker 1
Oh, wow.
00:25:15:00 - 00:25:35:05
Speaker 2
So we were right off the coast to see the the fireworks at the, a matter of fact, my retirement flag. I flew it on the ship during the closing ceremony of the Winter Olympics. So 2014. So I think I think that was if I had to say one thing downrange, it would be that deployment, because we hit a lot of ports.
00:25:35:05 - 00:25:58:02
Speaker 2
I had never been to Georgia, Bulgaria, Romania, Turkey, I mean, just kind of everything, in there. And there was also a lot of Cold War kind of pushing and shoving going on. Yeah. If you kind of think about the 2014 kind of before things really started kicking off with, with Russia. Yeah, there was definitely some things there.
00:25:58:04 - 00:26:25:09
Speaker 2
They get briefed up to the president that was happening with us. And I had I was at 150ft. This is not classified. I was at 150ft, and I had two MiGs fly under me in the black. See what? Yeah, there was a lot of, there were the hornets that, Well, there was no carrier there. I was on the Mount Whitney, which is a command and control you think about to be able to get into the Black Sea.
00:26:25:09 - 00:26:29:12
Speaker 2
I don't think you could even fit one in there to get through the Straits Air Force.
00:26:29:13 - 00:26:31:11
Speaker 1
There.
00:26:31:13 - 00:26:35:06
Speaker 2
Probably on the golf course. I don't know, probably.
00:26:35:06 - 00:26:36:11
Speaker 1
Yeah.
00:26:36:13 - 00:26:54:07
Speaker 2
But as soon as you hit into the into the Black Sea, you will have. We had two Russian ships on us the whole time there. They just trail you everywhere you go. So we did a lot of photos with those guys in the background with, you know, with us doing just pictures because they just stay on you the whole time.
00:26:54:07 - 00:27:03:08
Speaker 2
So it's that. Yeah. So that was my, my best probably deployment. All the ones I've done for sure.
00:27:03:10 - 00:27:06:21
Speaker 1
Okay. So you did your time in the Navy. How many years did you do?
00:27:06:23 - 00:27:08:03
Speaker 2
27.
00:27:08:06 - 00:27:14:09
Speaker 1
27. Okay. And you get out. What was the next career move you made?
00:27:14:11 - 00:27:46:00
Speaker 2
So roughly 2018, 2017 started the RTP program, started hearing about rotary pilots road transition program going into and for the airlines. Airlines are starting to advertise big money they bonuses. I never thought about it, so I kind of looked into it and it's like, hey, you know, this might be the best thing for me. And also at that time, I had a medical event that I thought was going to drown me for the rest of my career.
00:27:46:01 - 00:28:11:22
Speaker 2
And I had to fight to get my medical back. And I wrote an article for tag. I don't know if you can remember that, navigating navigating the first class medical process because there's a huge disconnect from military, medical and FAA medical from the medicines you can take from the things you could be diagnosed with. So I kind of wrote an article on it, which is still out there, but talks about that transition because it's, it's difficult that was lacking.
00:28:12:00 - 00:28:38:01
Speaker 2
So, I had to go to a specialist, took me six months, finally got everything cleared, got a medical, and I was one of the first Navy guys to use the skill bridge program because that was coming online. There was and there wasn't a whole lot of information about it. There was a DoD directive and there was a Navy admin, but not much because it was it seems like at the time it was bigger on the Army side than it was on the Navy side.
00:28:38:03 - 00:29:01:02
Speaker 2
So but I was able to leverage that to retire from the Navy, then go and do all my time building that PSA Airlines was paying for to finish up getting it. I already had a lot of my medical or my FAA licenses, partly my multi-engine and ATP, which is what the airlines at the time you were paying for.
00:29:01:04 - 00:29:12:07
Speaker 2
So in 2019 retired that time building. And it started up with PSA, and as well one of their RFPs. But as a first officer with their, with the with them.
00:29:12:08 - 00:29:17:17
Speaker 1
And what do you think about that flying stuck wing jets versus what you had been done. Boring.
00:29:17:19 - 00:29:42:03
Speaker 2
There are parts that were boring. I think for me, when my heart was in helicopters, it just it it's truly was my grandfather, helicopter pilot. My dad's a helicopter pilot. You know, grandfather, my dad's side, he's, you know, fixed wing Air Force guy. I mean, just they my heart was in helicopters, plus the wild card and all that was Covid was being introduced.
00:29:42:05 - 00:30:01:08
Speaker 2
So I started flying empty airplanes. So now you got. I'm not doing a whole lot of flights and not staying proficient like I wanted to. I just wasn't reaching the comfort level that I wanted flying, you know, flying jets and flying people. I mean, I enjoyed certain aspects of it, but it just I think it just wasn't for me.
00:30:01:10 - 00:30:27:11
Speaker 2
And it wasn't until and 2020 at the end of 2020, the PSA had a furlough of pilots, about 723 pilots or so. And I was, of course, one of those. Yeah. And and I had a old crewman of mine who Navy crewman with Army warrant called me up and said, hey, my company is opening a new EMS base up in Richmond, Virginia, 100 miles from you.
00:30:27:12 - 00:30:41:14
Speaker 2
So went up there, applied, got the job. And that was kind of how I transitioned from the airlines into the EMS community. And then for me, it was like coming home. I felt like I just had found my home for sure.
00:30:41:16 - 00:30:48:07
Speaker 1
So tell us about your experience going into homes. What was that like?
00:30:48:09 - 00:31:12:15
Speaker 2
It was very eye opening because how I thought things operated was not how it operated at all. It's just, you know, train movies and other things you see on TV of how you get a phone call. You landed on the highway land and fields. But I didn't realize the sheer number of inner facility transfers that you do from one hospital to another.
00:31:12:15 - 00:31:36:15
Speaker 2
Just someone getting to a higher level of care. But what it did feel for me was I missed that brotherhood from the military. You know, that ready room sitting around, everybody going to lunch? You just. I just didn't get that at the airline. But when I got into EMS, you're flying one always with the same people. Because the airlines, you're always flying with strangers, you know?
00:31:36:15 - 00:31:55:12
Speaker 2
So it's always a different cat. It's always a different, flight crew. So flying with these guys, it was. I described it today. I talked to a buddy with flying the the medics, like, flying with a bunch of senior chiefs. Very seasoned, very professional. So you're older, but know what they're doing? And the same thing for the nurses.
00:31:55:12 - 00:32:02:18
Speaker 2
I mean, it really was just, for me, a natural fit to be in that medical community without having to put hands on a patient.
00:32:02:20 - 00:32:15:10
Speaker 1
Interesting. What's the dynamic of personalities? And I guess I meant, I mean, this in a not like a chain of command, but how does the work flow, work with the different people involved?
00:32:15:12 - 00:32:35:23
Speaker 2
So the way I do it at my current base, which is Nightingale and has a great base, our crew, we're just one crew. So it's not my air, it's not my cup is our aircraft. And, you know, my last four years in the Navy, I was an instructor. And mostly I taught class how to land on the ship.
00:32:36:01 - 00:32:48:05
Speaker 2
And we even have aircrew students who aren't even winked in the back. So you get an 18 year old. He's not talking. And so I learned that if I want to have an inclusive environment, I have to empower them to talk.
00:32:48:05 - 00:32:52:05
Speaker 1
And we're talking about inclusive. You're talking about communication, right?
00:32:52:07 - 00:33:09:22
Speaker 2
Yeah. Communication. Because you got a commander flying commander says we're going to do this. The airmen in the back not going to say anything. He's not going to challenge you. But I want him to challenge me. And so I brought a lot of that training into the EMS community, into this base, which is how this base was already operating.
00:33:10:03 - 00:33:26:10
Speaker 2
Look, if you think I'm doing something unsafe, challenge me. Ask me, hey, why are you going this way? Or why are you doing it like this? Because sometimes they might say something to realize, hey, you know what? This is a better way. Or if I'm the only one out, the other three pilots doing it this way. Kind of.
00:33:26:10 - 00:33:47:01
Speaker 2
Why so our crew, our flight crew, we work very well together. It's just kind of one big family. You know, your normal make up is pilot, nurse, medic, and our nurse and medics are kind of interchangeable. Every flight, one of them's in the front with me until a patient is on board, and then they're both in the back.
00:33:47:04 - 00:33:48:07
Speaker 2
Okay. On an easy one.
00:33:48:07 - 00:33:52:22
Speaker 1
45. When you got hired by Metro, what was the training process with them?
00:33:52:22 - 00:34:14:01
Speaker 2
Like my interview with Metro. And and this is one of the things I liked about Metro was with other companies. It was a ten minute phone call. Hey, you know how to fly yet your hired metro was two phone calls to in-person interview. And then they sent me down to their headquarters and put me in the flight sim and challenged me that way.
00:34:14:03 - 00:34:34:09
Speaker 2
But while I was standing there, one of the Metro employees came up to me and he said, hey, I'm null as a high, and Scott Moak and he says, are you? And he kin to the John? I said, well, that's my uncle. He said, are you Larry's boy? So yeah, that's my dad. He says, well, I flew your dad in the Gulf and I flew your uncle to Vietnam.
00:34:34:11 - 00:35:02:18
Speaker 2
And, I mean, you talk about a family community that was just very surprised at my interview with to run into someone like that. And so with the pipeline after you get hired, and this is one of the things I really love about Metro is you do a week of doc, about the company, about the benefits and you're not focused on also trying to learn aircraft and systems and apps because they want you to focus on the benefits are available to you in how they do business.
00:35:02:20 - 00:35:29:13
Speaker 2
Then your second week, our system's about your individual aircraft. Then you get into the simulator roughly a week, but you're only doing, day. You're doing day and night, but you're only doing VFR. You might have a little bit IFR just for an event nine C, but they're only teaching you for day and night visual flight rules, because when you get to the fleet side, you're first six months you're limited to VFR only.
00:35:29:15 - 00:35:42:18
Speaker 2
And they, they do that so you can get very comfortable flying the aircraft safely without having to worry about clouds and instruments, then come back six months later and learn the rest of the process for their instrument.
00:35:42:18 - 00:35:53:07
Speaker 1
Training for your missions. Are you flying a lot of IFR or are you even flying in IMC for some of these, transfer flights? Or is it definitely VFR?
00:35:53:07 - 00:36:23:16
Speaker 2
Probably 90% VFR, but Metro the owner Metro Mr.. Mike, the president he says helicopter guys never fly IFR because I never fly IFR. So I'm mandated to do three instrument approaches on separate flights per month. Every three months we go out of service, I fly with another pilot from our base, and we do a whole hour of instrument training, and then every six months I do a check right, either in the aircraft or in the same.
00:36:23:16 - 00:36:49:11
Speaker 2
It alternates. But we do. I mean, here my base couple of month. It varies with it. We still have rules, but we have proprietary approaches all around the Hampton Roads area to the Outer Banks, Eastern Shore, various fire stations. So it's a nice kind of having your hip pocket even to our hospital downtown. We have an lpv approach takes us all the way down, you know, as low as low as we need.
00:36:49:11 - 00:36:49:19
Speaker 2
Really.
00:36:49:19 - 00:36:52:21
Speaker 1
What is the most challenging thing about working at Metro?
00:36:52:22 - 00:37:10:06
Speaker 2
I wouldn't say necessarily with Metro, I think it's when you have to make a weather decision and it's not a clear, obvious answer. When the weather's too bad, it's an easy no are so easy is it's the times where it's kind of in between and you're kind of trying to read the tea leaves. Well, the temperature dew point spread.
00:37:10:08 - 00:37:30:22
Speaker 2
There's fog over here. You just trying to make that decision. And so one of the things I do is I will call up our operational control center at Metro, which is staffed by pilots, and get another and talk to the pilot and say, hey, I'm thinking about taking this flight. Here are my concerns. Know the thunderstorms out west?
00:37:30:22 - 00:37:50:23
Speaker 2
What do you think? And they will look on their instrumentation, all their radars and say well looks like to us that thunderstorm will get there the same time you get there. So we're going to tell you now because we don't think you should do it. So to me that was easy. You know, and I really like to be vindicated when I decide not to take a flight.
00:37:51:01 - 00:38:05:19
Speaker 2
And then 30 minutes later, it drops down to low IFR, 200ft steel and quarter mile views. And I feel like, hey, I definitely made the right choice. So I think it's making those decisions that are that. And that's what you're paying me. You're paying me to say no.
00:38:05:21 - 00:38:16:10
Speaker 1
Yeah, that's why you get the big bucks. Right? And so Metro's giving you a lot of, lot tools, to make those decisions. You have other people that you can talk to at the FCC?
00:38:16:12 - 00:38:37:07
Speaker 2
Yeah. Metro gives you a lot of tools. They they don't want you to try it. They want you to either do to fly. Adopted a flight because. And they're mine. If you take off ten minutes to you, like 20 minutes to get to a patient, the weather so bad you can't land, you just wasted 30 minutes of the patient's time.
00:38:37:09 - 00:38:55:06
Speaker 2
And, that's kind of what Metro Metro's not about. You know that Metro doesn't do any patient billing because Metro doesn't want to take advantage of someone on their worst day. So we don't do any patient billing. That's a hospital medical insurance thing. That we just had to deal with.
00:38:55:08 - 00:39:05:02
Speaker 1
Wow. That's, that's I don't know how rare that is, but that's awesome. And it sounds like the best of both worlds. It's like medevac, but you're not getting shot at. Well.
00:39:05:04 - 00:39:06:01
Speaker 2
Yeah, definitely.
00:39:06:01 - 00:39:17:20
Speaker 1
Could any enlisted person in another service become a naval aviator? Like, could you come over from the Army? If you were enlisted and you had a degree and apply and get into the to the to naval aviation like that?
00:39:17:22 - 00:39:34:13
Speaker 2
You would you would need a degree and then you would just apply through probably depending on how you got your degree. If you did it through ROTC, you wouldn't had to do any type of OCS. But you can just go straight OCS, which is what I did, but you definitely could do it. But there are age limits.
00:39:34:13 - 00:40:02:22
Speaker 2
I'm not up to speed on the most current age limits. I know at one point it was if you had prior service time, you had to be commission. Not a flight school, but commission prior to age 31. Okay, think that might be have moved further down. As they tried to increase their recruiting numbers, but, someone it's not the same as some of the I think what was like blue to green, green or blue programs, they had for a while where people would kind of just cross service over.
00:40:03:00 - 00:40:20:23
Speaker 1
Okay. What we'll do is we'll drop down the comments, we'll drop, a link to Naval recruiting, a good link for folks who are interested in doing that, as well as the article that you wrote, which is, as a as a writer, I thought it was very well done about your medical process is very encouraging. Thank you.
00:40:21:01 - 00:40:34:04
Speaker 1
What's your advice to an enlisted person who's thinking about becoming a mustang, who's thinking about going, and becoming an officer or becoming a naval aviator? Really? What would you tell them right now?
00:40:34:06 - 00:41:00:18
Speaker 2
I would tell them to not do their job as if they're getting out. And that's one of the things that really saved me at so many times. I was going to get out of the Navy, I was going to get out, finish my enlistment. But I never did my job like I was getting out. I kept promoting, I kept studying, I kept being a go to guy, and I've seen so many sailors kind of just, you know, drop their pack because they're going to get out, which is fine if that's what they want to do.
00:41:00:18 - 00:41:31:20
Speaker 2
But then when they make a decision to re-enlist, they've kind of put themselves into a bad position because they didn't maintain their qualifications. So that was probably the biggest thing I would say to anybody on the enlisted side is keep pushing right. Keep working on your qualifications. The Navy's, it's very regimented on enlisted aviation warfare specialist, surface warfare specialist, getting those qualifications to make you eligible for the next promotion or the next spot, and then take advantage of all the college that is available.
00:41:31:22 - 00:41:52:03
Speaker 2
So not just if you're not on the ship and you can't go to the the regular college class Clep test, I clipped a whole year's worth of school. So if you guys haven't looked into it, it's basically you take the test. If you score high enough, you get college credit for it. And I mean, it took me three tries, but I clipped college algebra because they were free.
00:41:52:03 - 00:42:10:17
Speaker 2
The military's paying for it. I would go and study it and pass it. So there's a lot of ways for kind of nontraditional college that you can still get that degree if you're putting the time in. So those two things right there are probably the biggest things I would I would push, you know, a sailor or anybody listed really in any branch.
00:42:10:19 - 00:42:13:13
Speaker 2
I think to move forward is take advantage of that.
00:42:13:13 - 00:42:34:14
Speaker 1
I would add to that there's probably Navy programs that you, even you and I don't know about. When I went through boot camp, I met a guy in the Sam program, which would have been perfect for me, but my recruiter didn't tell me, Mitch, Mitch Bell Taco. He talks about, kind of a famous Tomcat pilot named Licata who went through a special program where he didn't even have a degree.
00:42:34:16 - 00:42:46:11
Speaker 1
And he got used to, like, the Tomcats. And of course, he had to finish his degree within a certain time period. So maybe there's a program now in the Navy, I don't know. That will open up an opportunity for you. Maybe there'll be one in the future because it seems like those programs come and then they go and they come, they go.
00:42:46:16 - 00:43:06:15
Speaker 2
They do come and go. I can remember when the Navy did a little bit of a fly warrant for a while. Oh, yeah. They tested that and, it just. And I knew some of them, they were, you know, great. It was the issue gets to be for the Navy. The timing of when you leave your sea duty and then you go to shore duty to instruct.
00:43:06:17 - 00:43:29:06
Speaker 2
It's not like the army has it. What the warrant's doing instructions and having not as many line officers with just the the line up and what you have to get there are certain wickets you have to get to keep moving to get to be eligible to promote to oh for the screen for department head. And that gets to me that was a problem, I think for the the warrant program for the for the Navy.
00:43:29:06 - 00:43:41:00
Speaker 2
And then timing. Timing is everything in the Navy. Oh I did promotion and boards. I mean it's you can be number one everywhere you go. If you had bad timing just might not make it. You know for that next screen board or selection board.
00:43:41:00 - 00:43:54:07
Speaker 1
Oh it's like love flying in your career. It's all timing, right? Right. Okay, so now switching gears, if you want to become a HEMS pilot, what kind of advice can you give for that?
00:43:54:09 - 00:44:17:06
Speaker 2
Well, I think I taught too, but I do a lot of mentoring. I mean, three guys just this week alone, that hey, get now to Navy. Want to go into EMS? It sounds awesome. I always ask them first thing, have you gotten your medical yet? And most of them say no. I said, we'll start there because there could be a show stopper in that that you don't even know about.
00:44:17:06 - 00:44:40:09
Speaker 2
I could take time, so get that done. And that's the same thing I told anybody looking to go to the airlines, get that out the way, because no one's going to interview you. Interview you. If you don't have it in your hand, no one's going to look at you. So once you have that, I think if it's so on whether it's off the street or military and you want to go EMS, it's figuring out either the company or the base.
00:44:40:11 - 00:44:58:22
Speaker 2
The base you want might not be the company you want, so it gets to be. Are you on a commute? Whether they're benefits, do they provide housing or not? They all have different resources for you to kind of help you out through all that. And then you got to have the flight time. And that's seems to be probably the biggest take up for people that 2000 flight hours.
00:44:58:22 - 00:45:19:05
Speaker 2
But, the guy today, I talked to my buddy, he says, hey, I only have 1800 hours. I said, well, no, forget Metro counts. Simulator time. And he goes, oh, I didn't I didn't realize that. Like, yeah. So be sure you take a look at your simulator time that meets the requirements of the SIM. You can count that till you talk to total flight time.
00:45:19:06 - 00:45:40:03
Speaker 2
And then what a lot of people don't realize on the civilian side, they have to have a certain cross country time is that cross country miles or fixed wing is different than helicopters. Helicopter cross country is only 25 miles, 25 nautical miles. Okay. So it's it's it's the people who don't get their stuff in order prior to an interview or prior to applying.
00:45:40:04 - 00:45:41:15
Speaker 2
And that is where they struggle.
00:45:41:18 - 00:45:54:06
Speaker 1
Okay. Well, we'll tag Metro Aviation and we'll drop a link in the bottom if folks want to reach out to you, for mentorship, is that something you'd be interested in or. And how would they do that?
00:45:54:07 - 00:46:14:21
Speaker 2
It's definitely. I mean, I don't have a service or anything. I just, like, kind of help them back. I feel like the Navy gave me so much. I like giving back to people. And it's not just the military. I have a lot of civilians reach out. Are a lot of military to talk about the VA benefits? That was there's a lot of ways to navigate that, to maximize, to maximize the benefits.
00:46:14:21 - 00:46:34:11
Speaker 2
But keep your for medical. So that can be tricky sometimes. But I'm on LinkedIn I think I'm at Scott Moak pilot MCC. I'm also on Instagram. Give me a follow at Scott Moak not to be confused with the Scott Moak announcer for all the Latin names, because I get tagged in a lot of this.
00:46:34:11 - 00:46:38:06
Speaker 1
I thought that was you. Yeah. Oh, you mean he gets up tagging a lot of your posts?
00:46:38:08 - 00:46:54:18
Speaker 2
Well, I think it's as he does news interviews someone. I tag him thinking he's me, but, definitely, on Instagram. And then, so that's probably the two. I missed you also on Facebook, I guess, to be a little more personal stuff, but my Instagram is mostly just helicopter professional type photos.
00:46:54:18 - 00:46:55:17
Speaker 1
Yeah. It's great. Photo, of.
00:46:55:17 - 00:46:58:15
Speaker 2
Course, is just a thank you. It was all those years of.
00:46:58:15 - 00:47:06:02
Speaker 1
It's obvious you were a professional photographer before your pilot. I was was wondering like how they know how to do a lot of stuff and then I found out like, oh, okay.
00:47:06:04 - 00:47:07:21
Speaker 2
Now I know it makes sense. Yeah, yeah.
00:47:07:21 - 00:47:25:10
Speaker 1
For sure. Okay, one last thing. There's a young guy. Young guy? Look at this right now. They're watching the show and they're saying of self, I don't think I'm smart enough. I remember a medic of mine who, it was amazing. And she did not think she could be a pilot. She didn't like she she didn't think she could be a medic.
00:47:25:12 - 00:47:47:13
Speaker 1
And, she used to go over to the fence near the hospital and watch Hamm's pilots land. These helicopters and the medics and nurses get out. And of course, years later, she became the oldest pilot in U.S. history in the in the Army, 44 years old, I think, when she got her wings. But there's somebody like her right now who doesn't think they can do it.
00:47:47:15 - 00:47:50:03
Speaker 1
Tell them right now what you think about that.
00:47:50:05 - 00:48:14:20
Speaker 2
There's nothing stopping you but you. It's kind of how I feel. When I was on the Saratoga and washing dishes for 5000 sailors. As an airman, as airman, apprentice, as A2. I never thought it was a pipe dream to be to see these officers and to be. You're not only an officer, but a pilot. But you can't get any dreams if you don't try for them.
00:48:14:22 - 00:48:31:09
Speaker 2
And you got expect some failure. So I think it's not if you're not smart enough, it's do you put the work in and we've seen it, briefs a guy who shows up for a brief and he's prepared for the break, but he struggles in the aircraft. We're going to give him extra time. We're going to help them along.
00:48:31:11 - 00:48:52:09
Speaker 2
Someone who shows up unprepared didn't study. It's hard to do that. I can't make you study, but I can help you with the stick skills for sure. So I think anybody out there that if this is their goal or their path, it's obtainable. Lots of people do it all the time. It's just you got to put the work in, you got to put the self-study in and just, you know, it's about attitude.
00:48:52:09 - 00:49:06:18
Speaker 2
I have it to me. I laugh every day. I love my job. And I think that attitude, my answer is never changed when I was watching this is on the Saratoga to now a flying EMS squad. You some great med crew and for a great company like Metro.
00:49:06:20 - 00:49:29:09
Speaker 1
Well, Scott, I really appreciate you coming on the show, folks. If you want to know more, Scott Moak, he's all over social media. You can't miss him. He's got the amazing helicopter pictures he makes himself available. If you're interested in becoming a helicopter pilot, a HEMS pilot, going from enlisted to officer, particularly in the Navy, I can't think of a better mentor that you can find in Scott Moak, so make sure you check him out.
00:49:29:11 - 00:49:47:12
Speaker 1
Like, subscribe at the channel for sure. We'd love to have you, for the next, make the donuts episode. We'll be having these, I think, throughout the, the next 6 to 6 or so months for season one. Then we'll start season two. But we'd love to have you on the show. Scott, I really appreciate you having fun.
00:49:47:14 - 00:49:48:10
Speaker 2
Thanks, I appreciate it.