Multi Time
03-12-2007, 05:57 PM
#1
Gets Weekends Off
Thread Starter
Joined APC: Oct 2005
Position: EMJ CA
Posts: 115
Multi Time
When the airlines want the 100 multi hours do they want it to be PIC? Can anyone explain the reg regarding multi PIC as well. It seems that you would have to buy multi time or be a MEI just to get these times. I sometimes fly co-pilot on multi aircraft with passengers and sometimes without i was told i can only log when no passengers. I believe its a flakey reg though Ive heard of people logging PIC anyway. How stringent are the airlines when it comes to this?
03-12-2007, 06:12 PM
#2
Gets Weekends Off
Joined APC: Jan 2007
Posts: 158
Multi time
Most airlines like 100Hrs of Multi Time. Not all of it has to be PIC however it all has to be legally logged and you must be proficient in the aircraft. So what does that mean, well if you are flying right seat in a part 135 carrier and they let you fly the Part 91 ferry legs, that’s experience but unless you have been formally trained in that aircraft most airlines will not consider it towards the 100Hr min.
Why? Well an airline will want to see that you have some legitimate experience at the controls of a multi-engine airplane. 5 hours in a king air is usually worth lest than 5 hours of PIC in a Seminole (PA44-180). This may not always be fair because you might be learning a lot in the king air, however, in most cases they find that pilots flying those types of flights usually are just filling the seat.
Most people, I think, have about 8-15 hours dual received, then 10 hours PIC, and about 80 hours as an instructor. That rounds out to about 100Hrs.
Another way is to training in a program that offers initial training, or at least a majority in multi-engine airplanes. This way you get much more dual received, then log cross country PIC in a structured crew environment.
Check out http://airlinepilotmentor.com/logbookadvice.aspx to see how you can log flight time.
Always be sure that the time you log in you logbook is legit. Most Part 135 carriers do not require an FO so you cannot log that flight time, even if the pilot has an ATP rating. Only if they are a MEI can you log it and then again it would need to be a structured training program from an airline to really consider it.
Good Luck
Why? Well an airline will want to see that you have some legitimate experience at the controls of a multi-engine airplane. 5 hours in a king air is usually worth lest than 5 hours of PIC in a Seminole (PA44-180). This may not always be fair because you might be learning a lot in the king air, however, in most cases they find that pilots flying those types of flights usually are just filling the seat.
Most people, I think, have about 8-15 hours dual received, then 10 hours PIC, and about 80 hours as an instructor. That rounds out to about 100Hrs.
Another way is to training in a program that offers initial training, or at least a majority in multi-engine airplanes. This way you get much more dual received, then log cross country PIC in a structured crew environment.
Check out http://airlinepilotmentor.com/logbookadvice.aspx to see how you can log flight time.
Always be sure that the time you log in you logbook is legit. Most Part 135 carriers do not require an FO so you cannot log that flight time, even if the pilot has an ATP rating. Only if they are a MEI can you log it and then again it would need to be a structured training program from an airline to really consider it.
Good Luck
03-12-2007, 06:48 PM
#3
Swearing at the FMA
Joined APC: Jun 2006
Position: MD-88 FO
Posts: 902
A great many people do MEI for the time, as well as buy it in cheaper multis (i.e. Apache), from what I've seen.
As far as the King Airs go, I was able to fly right seat in a King Air 90 (no type req'd), and actually got to fly the empty legs, so that time that I was manipulating the controls actually counted towards multi-turbine-PIC (Part 91 operation). Like APM said, the 135 stuff gets a lot more tricky.
I think one should do everything they can to hunt down the multi for that first 100, forgoing opportunities that will build you more total, but no multi time.
My breakdown of multi, prior to being hired at a regional:
ME rating: 10 hours (Baron 58)
MEI rating: 8 hours (Apache 160)
My college's transportation program (all students guaranteed 20 hours): 32 hours (Citation Jet and King Air 90)
Weather modification: 49 hours (Baron 55)
Internship with a/c manufacturer: 147 hours (1900, King Air 350 and 200, Premier I)
Just keep chasing it down. As you can see, you might have to do some screwy things/move around a bit, but every 10 hours makes you that much more marketable for something bigger and better. As the previous poster said, just make sure you can back up everything you log with the regs.
Good luck!
As far as the King Airs go, I was able to fly right seat in a King Air 90 (no type req'd), and actually got to fly the empty legs, so that time that I was manipulating the controls actually counted towards multi-turbine-PIC (Part 91 operation). Like APM said, the 135 stuff gets a lot more tricky.
I think one should do everything they can to hunt down the multi for that first 100, forgoing opportunities that will build you more total, but no multi time.
My breakdown of multi, prior to being hired at a regional:
ME rating: 10 hours (Baron 58)
MEI rating: 8 hours (Apache 160)
My college's transportation program (all students guaranteed 20 hours): 32 hours (Citation Jet and King Air 90)
Weather modification: 49 hours (Baron 55)
Internship with a/c manufacturer: 147 hours (1900, King Air 350 and 200, Premier I)
Just keep chasing it down. As you can see, you might have to do some screwy things/move around a bit, but every 10 hours makes you that much more marketable for something bigger and better. As the previous poster said, just make sure you can back up everything you log with the regs.
Good luck!
03-13-2007, 07:29 AM
#5
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,275
Originally Posted by Cubdriver
What is weather modification and where does one apply to it/what companies do that?
Your ME time does not have to be PIC, but unless you get legitimate work as a SIC in a job where the FAA requires an SIC, your entry-level ME time will likely be all PIC. These are a few points to keep in mind...
1) Safety Pilot Time: This is very commonly utilized, and most airlines are OK with it (I have heard rumors in the past of airlines only giving half-credit for SP time, but I do not know of any that does this today). Your safety pilot time should be logged as PIC, assuming you are current and have a medical.
2) MEI dual-given: In order to log dual-given/received there must be some LEGITIMATE training event conducted. Sometimes two MEI's will go on a long x-country, and take turns giving each other dual on the legs...this does not make sense, and is not legal (they should have just done safety pilot). Also a low-time pilot will sometimes go for "airplane rides" in a twin and let the owner/operator give them dual...you could get away with this once or twice as aircraft or route fam training, but you could not do it every week. These would legit purposes (in my opinion) for conducting ME dual:
- Required training for a ME rating or cert (you might be able to throw in a x-country for a ME add-on, but probably not 50 hours worth).
- BFR, IPC, instrument currency, club checkout, insurance checkout.
- Aircraft familiarization (ten hours in type seems reasonable, maybe more if required by insurance).
- Area/Route familiarization (but if you do the same route 50 times, that's pushing it).
3) SIC time: There are only two circumstances under which this can be logged. BEWARE: Some folks will try to sell you "SIC" time in a twin which only requires one pilot. This is an AIRPLANE RIDE, not flight time of ANY sort...don't fall for this scam, go rent a seminole instead and log real ME. The only times you cam log SIC:
- The airplane type cert requires an SIC (this will likely also require special training for the SIC, but not usually a full type rating).
- The operator's FAA certificate (usually 135) requires an SIC even though the airplane type only requires one pilot. This is legit, but you will need to complete a 135 checkride. NOTE: Some operators may use a second pilot due to insurance requirements, not FAA requirements...this does NOT constitute a legal basis for SIC.
Note: Some airplanes are type certified for either single or dual-pilot operations...in this case it is always the pilot's choice, so you can legally do two pilots ops just because you want to, even if the PIC is rated for single-pilot.
03-13-2007, 11:12 AM
#6
Gets Weekends Off
Joined APC: Jan 2006
Position: 737/FO
Posts: 423
We covered a lot of this about a year ago under a thread called "commercial checkride" in the Flight Training section. Rick was part of that conversation and I agree with his points.
Regional Airlines want some number of hours of legal multi time. It doesn't necessarily need to be PIC, but most of the time will likely be PIC because of the nature of trying to get it with low hours.
As brief as possible, here are the regs related to it:
14 CFR Part 1.1: Pilot in Command means the person who: (1) has the final authority and responsibility for the operation and safety of the flight; (2) has been designated as pilot in command before or during the flight; (3) holds the appropriate category, class, and type rating for the conduct of the flight.
When an airline says "PIC" in their min requirements, this is the definition to which they refer. They consider the "designated pilot in command" as the pilot who signs for the aircraft or who has been told by the company "you're in charge".
14 CFR Part 1.1: Second in Command means a pilot who is designated to be second in command of an aircraft during flight time. Designated means required by the company because they are operating under FAR's and/or Op Specs that require a SIC, or because the aircraft type certificate requires a SIC.
14 CFR Part 61.51(c) Logging of pilot time. The pilot time described in this section (meaning part 61.51) may be used to: (1) apply for a certificate or rating issued under this part (meaning part 61); or (2) satisfy the recent flight experience requirements of this part (again part 61). What this means is the regs for logging PIC time in part 61.51(e) only apply to logging time for certificates and ratings or currency.
Now for the infamous 14 CFR part 61.51(e) Logging pilot-in-command flight time. (1) A recreational, private, or commercial pilot may log pilot-in-command time only for that flight time during which that person - (i) is the sole manipulator of the controls of an aircraft for which the pilot is rated; (ii) is the sole occupant of the aircraft; or (iii) except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.
Ok, a couple of notes. In (1) notice it leaves out airline transport pilots. Once you get an ATP you can no longer log sole manipulator time. Also in (1) "rated" means category, class, and type, if the aircraft requires a type rating. Note it also says "flight time". This means pilot time which occured in "flight". Simulator (regardless of level) or FTD time is not flight time and does not count.
If you are a multi-engine rated pilot (commercial or private with the appropriate type rating if required by the aircraft) you can log "PIC" time while you are sole manipulator flying the aircraft for the purposes of meeting the requirements of a certificate or rating. This is legal multi time, and as long as the airline doesn't require Part 1.1 PIC time, it meets their mins. In almost all cases this is only for flights under part 91 - not for flights under part 125, 135, or 121.
Notice the last line "...or the regulations under which the flight is conducted." This also includes 14 CFR Part 91.109(b)(1) - the "safety pilot" rule. Yes you can be a safety pilot and log PIC flight time as long as you log only the time the other pilot is under the hood, not the whole flight.
Lastly - MEI's. 14 CFR Part 61.51(e)(3) An authorized instructor may log as pilot-in-command time all flight time while acting as an authorized instructor. The key word here is "authorized". The FAA and NTSB have come down very hard in the last couple of years on the time honored technique of getting an MEI, finding someone on the airport with a twin and getting the owner to let you ride right seat while you "call it dual". A legitimate instructional activity must be occurring. Several MEI's have lost their tickets recently for doing trying to build time this way.
So ways to build legal multi time - get a multi rating, get your instrument rating in a multi, get your MEI and teach, get your CFII in a multi (a great way to save money is to train for your CFII in a multi, after you get your multi rating, because you need 15 hours of multi PIC time before you can take your MEI ride - might as well do your CFII training while you burn off those 15 hours), fly as a safety pilot for a fellow multi pilot (just log it correctly), get lucky and find a legitimate SIC job in an multi aircraft where the operation or FAR's require a SIC, or if you have the funds, by a multi, fly it, then sell it. However, DO NOT buy a multi (or rent one for that matter) and offer to take people flying if they will pick up part of the cost - CAREFUL - you may be holding out and will quickly fall under additional requirements of Part 119 (which leads to Part 135 etc.). (see the thread "Commercial Checkride" in the Flight Training section).
I guess that wasn't very brief was it.
Regional Airlines want some number of hours of legal multi time. It doesn't necessarily need to be PIC, but most of the time will likely be PIC because of the nature of trying to get it with low hours.
As brief as possible, here are the regs related to it:
14 CFR Part 1.1: Pilot in Command means the person who: (1) has the final authority and responsibility for the operation and safety of the flight; (2) has been designated as pilot in command before or during the flight; (3) holds the appropriate category, class, and type rating for the conduct of the flight.
When an airline says "PIC" in their min requirements, this is the definition to which they refer. They consider the "designated pilot in command" as the pilot who signs for the aircraft or who has been told by the company "you're in charge".
14 CFR Part 1.1: Second in Command means a pilot who is designated to be second in command of an aircraft during flight time. Designated means required by the company because they are operating under FAR's and/or Op Specs that require a SIC, or because the aircraft type certificate requires a SIC.
14 CFR Part 61.51(c) Logging of pilot time. The pilot time described in this section (meaning part 61.51) may be used to: (1) apply for a certificate or rating issued under this part (meaning part 61); or (2) satisfy the recent flight experience requirements of this part (again part 61). What this means is the regs for logging PIC time in part 61.51(e) only apply to logging time for certificates and ratings or currency.
Now for the infamous 14 CFR part 61.51(e) Logging pilot-in-command flight time. (1) A recreational, private, or commercial pilot may log pilot-in-command time only for that flight time during which that person - (i) is the sole manipulator of the controls of an aircraft for which the pilot is rated; (ii) is the sole occupant of the aircraft; or (iii) except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.
Ok, a couple of notes. In (1) notice it leaves out airline transport pilots. Once you get an ATP you can no longer log sole manipulator time. Also in (1) "rated" means category, class, and type, if the aircraft requires a type rating. Note it also says "flight time". This means pilot time which occured in "flight". Simulator (regardless of level) or FTD time is not flight time and does not count.
If you are a multi-engine rated pilot (commercial or private with the appropriate type rating if required by the aircraft) you can log "PIC" time while you are sole manipulator flying the aircraft for the purposes of meeting the requirements of a certificate or rating. This is legal multi time, and as long as the airline doesn't require Part 1.1 PIC time, it meets their mins. In almost all cases this is only for flights under part 91 - not for flights under part 125, 135, or 121.
Notice the last line "...or the regulations under which the flight is conducted." This also includes 14 CFR Part 91.109(b)(1) - the "safety pilot" rule. Yes you can be a safety pilot and log PIC flight time as long as you log only the time the other pilot is under the hood, not the whole flight.
Lastly - MEI's. 14 CFR Part 61.51(e)(3) An authorized instructor may log as pilot-in-command time all flight time while acting as an authorized instructor. The key word here is "authorized". The FAA and NTSB have come down very hard in the last couple of years on the time honored technique of getting an MEI, finding someone on the airport with a twin and getting the owner to let you ride right seat while you "call it dual". A legitimate instructional activity must be occurring. Several MEI's have lost their tickets recently for doing trying to build time this way.
So ways to build legal multi time - get a multi rating, get your instrument rating in a multi, get your MEI and teach, get your CFII in a multi (a great way to save money is to train for your CFII in a multi, after you get your multi rating, because you need 15 hours of multi PIC time before you can take your MEI ride - might as well do your CFII training while you burn off those 15 hours), fly as a safety pilot for a fellow multi pilot (just log it correctly), get lucky and find a legitimate SIC job in an multi aircraft where the operation or FAR's require a SIC, or if you have the funds, by a multi, fly it, then sell it. However, DO NOT buy a multi (or rent one for that matter) and offer to take people flying if they will pick up part of the cost - CAREFUL - you may be holding out and will quickly fall under additional requirements of Part 119 (which leads to Part 135 etc.). (see the thread "Commercial Checkride" in the Flight Training section).
I guess that wasn't very brief was it.
Last edited by WEACLRS; 03-13-2007 at 11:33 AM.
03-13-2007, 11:43 AM
#7
Gets Weekends Off
Joined APC: Jan 2007
Posts: 143
I have actually heard of MEI's logging PIC from the back seat. The joker tried to tell me that 3 pilots may log pic at once. First the pilot under the hood then the safety pilot and finally the MEI from the back seat giving instruction.
I would never put that junk in my log book but believe there are some out there that do. I guess it's matter of many in the past have never got caught.
I would never put that junk in my log book but believe there are some out there that do. I guess it's matter of many in the past have never got caught.
Last edited by Airborne; 03-13-2007 at 12:03 PM. Reason: typo
03-13-2007, 11:55 AM
#8
Che Guevara
Joined APC: Aug 2005
Posts: 6,408
Originally Posted by Cubdriver
What is weather modification and where does one apply to it/what companies do that?
03-13-2007, 12:29 PM
#9
Swearing at the FMA
Joined APC: Jun 2006
Position: MD-88 FO
Posts: 902
Originally Posted by ToiletDuck
It's big in Texas. The state pays them to do this. It isn't really used to produce rain. The goal of it is to reduce hail. They look on radar and if they see hail conditions forming they drop crystals beneath that are sucked up. They act as condensation nuclei and cause the water to form on them and fall before it is able to build up into a massive storm. It's a big deal on coastal areas where we can get tops at 30+k feet. It's actually paid for by the agriculture department on Texas.
03-13-2007, 12:48 PM
#10
Line Holder
Joined APC: Oct 2006
Posts: 48
Originally Posted by WEACLRS
We covered a lot of this about a year ago under a thread called "commercial checkride" in the Flight Training section. Rick was part of that conversation and I agree with his points.
Regional Airlines want some number of hours of legal multi time. It doesn't necessarily need to be PIC, but most of the time will likely be PIC because of the nature of trying to get it with low hours.
As brief as possible, here are the regs related to it:
14 CFR Part 1.1: Pilot in Command means the person who: (1) has the final authority and responsibility for the operation and safety of the flight; (2) has been designated as pilot in command before or during the flight; (3) holds the appropriate category, class, and type rating for the conduct of the flight.
When an airline says "PIC" in their min requirements, this is the definition to which they refer. They consider the "designated pilot in command" as the pilot who signs for the aircraft or who has been told by the company "you're in charge".
14 CFR Part 1.1: Second in Command means a pilot who is designated to be second in command of an aircraft during flight time. Designated means required by the company because they are operating under FAR's and/or Op Specs that require a SIC, or because the aircraft type certificate requires a SIC.
14 CFR Part 61.51(c) Logging of pilot time. The pilot time described in this section (meaning part 61.51) may be used to: (1) apply for a certificate or rating issued under this part (meaning part 61); or (2) satisfy the recent flight experience requirements of this part (again part 61). What this means is the regs for logging PIC time in part 61.51(e) only apply to logging time for certificates and ratings or currency.
Now for the infamous 14 CFR part 61.51(e) Logging pilot-in-command flight time. (1) A recreational, private, or commercial pilot may log pilot-in-command time only for that flight time during which that person - (i) is the sole manipulator of the controls of an aircraft for which the pilot is rated; (ii) is the sole occupant of the aircraft; or (iii) except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.
Ok, a couple of notes. In (1) notice it leaves out airline transport pilots. Once you get an ATP you can no longer log sole manipulator time. Also in (1) "rated" means category, class, and type, if the aircraft requires a type rating. Note it also says "flight time". This means pilot time which occured in "flight". Simulator (regardless of level) or FTD time is not flight time and does not count.
If you are a multi-engine rated pilot (commercial or private with the appropriate type rating if required by the aircraft) you can log "PIC" time while you are sole manipulator flying the aircraft for the purposes of meeting the requirements of a certificate or rating. This is legal multi time, and as long as the airline doesn't require Part 1.1 PIC time, it meets their mins. In almost all cases this is only for flights under part 91 - not for flights under part 125, 135, or 121.
Notice the last line "...or the regulations under which the flight is conducted." This also includes 14 CFR Part 91.109(b)(1) - the "safety pilot" rule. Yes you can be a safety pilot and log PIC flight time as long as you log only the time the other pilot is under the hood, not the whole flight.
Lastly - MEI's. 14 CFR Part 61.51(e)(3) An authorized instructor may log as pilot-in-command time all flight time while acting as an authorized instructor. The key word here is "authorized". The FAA and NTSB have come down very hard in the last couple of years on the time honored technique of getting an MEI, finding someone on the airport with a twin and getting the owner to let you ride right seat while you "call it dual". A legitimate instructional activity must be occurring. Several MEI's have lost their tickets recently for doing trying to build time this way.
So ways to build legal multi time - get a multi rating, get your instrument rating in a multi, get your MEI and teach, get your CFII in a multi (a great way to save money is to train for your CFII in a multi, after you get your multi rating, because you need 15 hours of multi PIC time before you can take your MEI ride - might as well do your CFII training while you burn off those 15 hours), fly as a safety pilot for a fellow multi pilot (just log it correctly), get lucky and find a legitimate SIC job in an multi aircraft where the operation or FAR's require a SIC, or if you have the funds, by a multi, fly it, then sell it. However, DO NOT buy a multi (or rent one for that matter) and offer to take people flying if they will pick up part of the cost - CAREFUL - you may be holding out and will quickly fall under additional requirements of Part 119 (which leads to Part 135 etc.). (see the thread "Commercial Checkride" in the Flight Training section).
I guess that wasn't very brief was it.
Regional Airlines want some number of hours of legal multi time. It doesn't necessarily need to be PIC, but most of the time will likely be PIC because of the nature of trying to get it with low hours.
As brief as possible, here are the regs related to it:
14 CFR Part 1.1: Pilot in Command means the person who: (1) has the final authority and responsibility for the operation and safety of the flight; (2) has been designated as pilot in command before or during the flight; (3) holds the appropriate category, class, and type rating for the conduct of the flight.
When an airline says "PIC" in their min requirements, this is the definition to which they refer. They consider the "designated pilot in command" as the pilot who signs for the aircraft or who has been told by the company "you're in charge".
14 CFR Part 1.1: Second in Command means a pilot who is designated to be second in command of an aircraft during flight time. Designated means required by the company because they are operating under FAR's and/or Op Specs that require a SIC, or because the aircraft type certificate requires a SIC.
14 CFR Part 61.51(c) Logging of pilot time. The pilot time described in this section (meaning part 61.51) may be used to: (1) apply for a certificate or rating issued under this part (meaning part 61); or (2) satisfy the recent flight experience requirements of this part (again part 61). What this means is the regs for logging PIC time in part 61.51(e) only apply to logging time for certificates and ratings or currency.
Now for the infamous 14 CFR part 61.51(e) Logging pilot-in-command flight time. (1) A recreational, private, or commercial pilot may log pilot-in-command time only for that flight time during which that person - (i) is the sole manipulator of the controls of an aircraft for which the pilot is rated; (ii) is the sole occupant of the aircraft; or (iii) except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.
Ok, a couple of notes. In (1) notice it leaves out airline transport pilots. Once you get an ATP you can no longer log sole manipulator time. Also in (1) "rated" means category, class, and type, if the aircraft requires a type rating. Note it also says "flight time". This means pilot time which occured in "flight". Simulator (regardless of level) or FTD time is not flight time and does not count.
If you are a multi-engine rated pilot (commercial or private with the appropriate type rating if required by the aircraft) you can log "PIC" time while you are sole manipulator flying the aircraft for the purposes of meeting the requirements of a certificate or rating. This is legal multi time, and as long as the airline doesn't require Part 1.1 PIC time, it meets their mins. In almost all cases this is only for flights under part 91 - not for flights under part 125, 135, or 121.
Notice the last line "...or the regulations under which the flight is conducted." This also includes 14 CFR Part 91.109(b)(1) - the "safety pilot" rule. Yes you can be a safety pilot and log PIC flight time as long as you log only the time the other pilot is under the hood, not the whole flight.
Lastly - MEI's. 14 CFR Part 61.51(e)(3) An authorized instructor may log as pilot-in-command time all flight time while acting as an authorized instructor. The key word here is "authorized". The FAA and NTSB have come down very hard in the last couple of years on the time honored technique of getting an MEI, finding someone on the airport with a twin and getting the owner to let you ride right seat while you "call it dual". A legitimate instructional activity must be occurring. Several MEI's have lost their tickets recently for doing trying to build time this way.
So ways to build legal multi time - get a multi rating, get your instrument rating in a multi, get your MEI and teach, get your CFII in a multi (a great way to save money is to train for your CFII in a multi, after you get your multi rating, because you need 15 hours of multi PIC time before you can take your MEI ride - might as well do your CFII training while you burn off those 15 hours), fly as a safety pilot for a fellow multi pilot (just log it correctly), get lucky and find a legitimate SIC job in an multi aircraft where the operation or FAR's require a SIC, or if you have the funds, by a multi, fly it, then sell it. However, DO NOT buy a multi (or rent one for that matter) and offer to take people flying if they will pick up part of the cost - CAREFUL - you may be holding out and will quickly fall under additional requirements of Part 119 (which leads to Part 135 etc.). (see the thread "Commercial Checkride" in the Flight Training section).
I guess that wasn't very brief was it.
Great post!!
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