Surprise Multi-Engine Vmc Rollover - Ride Along on This!

Подписаться 110 тыс.

Просмотров 64 тыс.

50% 1

This is the sixth in a series of AQP ride along videos. This one illustrates a concise independent view of "Killer" AQP scenario # 13, the Vmc rollover.
Ride along for this flight where I chop the right engine mixture on a light piston twin immediately after liftoff, and before the gear is retracted. The left seat student is a low time student pilot and this is his first multi engine dual flight of his career.
The video contains this specific warning "not" to go do what I did in this video. I do not endorse instructors doing this to students for training purposes. See the following video disclaimer found in the video:
WARNING WARNING WARNING
THIS VIDEO WAS CREATED FOR MULTI ENGINE
TRAINING AND EDUCATION PURPOSES ONLY.
THIS SCENE THAT YOU ARE ABOUT TO SEE WAS
CREATED BY A HIGHLY EXPERIENCED PROFESSIONAL
INSTRUCTOR TEST PILOT UNDER VERY SPECIFIC
BRIEFED, CONTROLLED CONDITIONS, WITH SPECIFIC
ALTERNATE PLANS IN PLACE SHOULD THEY BECOME
NECESSARY.
ANY ATTEMPT TO REPLICATE THIS AQP SCENARIO
COULD LEAD TO SERIOUS INJURY OR DEATH.
USE THIS VIDEO ONLY TO BE BETTER PREPARED FOR
YOURSELF. WARNING. DO NOT ATTEMPT TO REPLICATE THIS.
Over the last 20 years, more than 80% of all GA fatal accidents in the USA have occurred in day VFR conditions. Of the 80%, most of those were simple loss of speed awareness accidents in one way or another. An airplane can be stalled at any airspeed, but below 1000 AGL there is no recovery. PREVENTION is all we have. Prevention is NO ACCIDENT!
Your $1 or $2 donation to these ad free videos is appreciated, but certainly not required.
SUPPORT FOR THIS CHANNEL: Thanks for all your help! I do NOT monetize or place ads on my RU-vid videos! If you are seeing ads as you play this video, it's not me, and I don't get any money. I also "don't" do:
1) Sponsorships,
2) Go Fund Me,
3) Patreon, or
4) any RU-vid Advertising.
These videos take a lot of effort. If you are able to offer support we very much appreciate it. If not, that is OK too! Most of all, learn and understand the concepts presented. I work on these videos and travel to locations as I am able. I pay all my own expenses as I go. Help if you can! If you liked this video and my effort, you can donate a very small amount ($1 or $2) direct to Dan for helping to travel make this aviation content possible, and for getting the DC-3 animal air lift mission flight ready. See the web site below for that. Please keep donations to my cause "small" and ONLY participate if I helped you, or if you appreciate the work I did to bring you this special aviation content, or especially if you learned something that can help you stay alive!
All electronic transactions are safe and secure via the four mobile banking applications listed below. All electronic donation support is received 100% in full, with no fee's or transaction percentages lost! Thank you! Dan Gryder
See Airlift web site at airborneanimal...
Venmo @DanGryder
PayPal Dan@DanGryder.com (or) www.paypal.com...
Zelle Dan@DanGryder.com
CashAPP $DanGryder (or) $AirborneAnimalRescue

Опубликовано:

26 сен 2024

Ссылка:

Скачать:

Готовим ссылку...

Добавить в:

Мой плейлист

Посмотреть позже

Комментарии : 393

@jmy6050 20 дней назад

The video demonstrates to me just how straightforward it is if you lose and engine on a light twin. The problem is that we believe it is complex if an engine goes out. The engine failure procedure Dan highlights is simple. We don't want complicated when a real life engine failure occurs. The critical things are lower the nose for airspeed, clean up the gear, and feather the dead engine. Flying straight ahead is desired if terrain doesn't interfere. A super helpful video that should be part of the curriculum for any flying school teaching multi engine aircraft ops.

@MarkJoseph-vv4pj 24 дня назад

I have not flown solo in years, but I'm blown away by Mr. Gryder's skill and professionalism on this one. He gets completely involved in this type of engine failure and attentive on every detail to keep her in the air.

@scottkemp917 10 месяцев назад

There's no way that this video DOESN'T eventually save someone's life. We should all be so lucky to create a video that could do that. Good Job Dylan, Dan. Impressive.

@jessebell2355 10 месяцев назад

I vehemently disagree. This video is more likely to cost lives. If you lose an engine at 10 feet, pull the throttles back and land. Rushing to feather an engine at low altitude is likely to result in pulling the wrong lever and worsening the situation.

@uploadJ 10 месяцев назад

@@jessebell2355 Did you miss the "verify" step?

@reggiepaulk 10 месяцев назад

Many Vmc rollovers happen at rotation. That was some quick work and good job keeping her under control. Worst case in a light rain

@hobie1613 10 месяцев назад

Teaching pilots that choosing accelerate go is the safer option over deciding to reject? Idk about that one. It’s situational. In light twins it’s normally safer to just pull power and land/stop ahead. Especially with reaction time and performance taken into account.

@MarkJoseph-vv4pj 24 дня назад

I haven't flown in years, but Mr. Gryder's professionalism is unbelievable. He gets completely involved in the simulated engine failure and is attentive to every detail to keep it airborne.

@suesnow8227 10 месяцев назад

I’m sure Dylan breaks out in a cold sweat just hearing the words “I’m going flying with you”, but he couldn’t have a better teacher and I’m sure he knows it. Good job to both of you!

@kmg501 10 месяцев назад

lol, yeah.

@gerardmccarthy2432 10 месяцев назад

One of the best instructional videos youve done to date. Now that its on youtube will save somebody flying who encounters the same situation somewhere. Well done and thanks Dan.

@peterhodgkins6985 10 месяцев назад

Pretty impressive guys! Dylan has a calmness about him that will serve him well: Don't get emotional - Just work the problem.

@stevec7596 10 месяцев назад

It's a lesson in patience! I think most are in a big hurry to get back to the ground. Nice Job DG

@757MrMark 10 месяцев назад

agreed.

@tbone1212 10 месяцев назад

I also agree, I think to many get in a hurry and want to immediately try and turn back ,patience is everything…

@dustdevilz4771 10 месяцев назад

Great lesson dad. Teach your kid to stay alive and help others do the same in the process. All the low time guys out there with more money then brains should watch this video. Most multi CFIs do not have the balls or old world skills to confidently do this demo with their students right after takeoff. And, great job of flying by Dillon! For me Dan this is the best training demo I’ve ever scene on RU-vid.

@Farmnflyin 10 месяцев назад

There’s a dead student and instructor at the airport where I used to fly out of doing this. Young instructor didn’t have Dans experience for sure

@cnknguyen 10 месяцев назад

First takeoff in a multi and he handled that EP like a champ. Maybe slow the hands down just a little bit when pulling the engine back (no fast hands in the cockpit), but it was awesome to see him knock it out so quick and get to altitude safely.

@locustvalleystring 10 месяцев назад

That demo was an eye opener. Instinct might be to get turned back for a landing. You demonstrated the good sense to flying the airplane first. There's plenty of fuel to climb to a safer altitude at your anemic climb rate. Thanks, Dan.

@gracelandone 10 месяцев назад

So…your dad, first twin take-off, dad as CFI keeping your ear full of minutiae throughout to the point where you cannot possibly have a thought of your own…He is so enamored with the joy of flying. And is so determined the he will not witness your loss due to aviation. Gotta love the determination of that love.

@ericsd55 10 месяцев назад

It worked because he knows how to use his feet in an airplane. If a pilot has dead feet...they better stay out of a twin or taildragger until they figure out how to fly properly. I was lucky to have a old man that taught me the same stuff.

@TheUtuber999 10 месяцев назад

Probably another reason to drive with a manual transmission. Love my SRT-4.

@artsontop 9 месяцев назад

@@TheUtuber999 Hemi Challenger 6 speed Tremec here. Love truly driving/controlling a car. Used to road race a bit. Sad to see the manual trannies going away.

@danaferguson3342 10 месяцев назад

Just a great piece of work, guys.. As someone who owned a Twin Comanche as one of the many types along the way, (mine was counter rotated), had the mandatory engine failure on take off while near gross, flew it for over a thousand hours all over , including the Arctic, and just loved it. With that laminar wing, it demanded your full attention in the slow lane, but was fast, fuel efficient and fun as long as you respected it.

@haroldnelson3734 10 месяцев назад

There is only one airplane more beautiful than a Piper Commanche...and that's a Piper Twin Commanche...at least, in my humble opinion.

@tennesseered586 10 месяцев назад

Rather startling to see a light twin feather an engine so close to the ground. I about jumped out of my chair when Dylan pulled those levers back, snicker-snack. The margin of error was pretty slim and you, Dan, had a lot of faith in Dylan's ability to fly the airplane while under stress. Job well done, Dylan and Dan. Reminds me of the teaching style of some of my old instructors. They'd take things right to the edge to let me see what some dead men had seen. I'm sure this video will keep a few unlucky light twin pilots alive.

@RodneyKillam-e8b 10 месяцев назад

This is training. Not the simulated stuff. This is the hardcore training required to make good pilots. Teach them the hard way. Because when things go wrong its for real. But instructor is proficient, not a newbie. Exactly what aviation needs imho cfi,cfii,mei

@tomwilliam5118 10 месяцев назад

Boy that was a great video your son did an excellent job

@craigt4467 10 месяцев назад

Dan wow Great lesson great video Thank you 10 stars out of 5 stars 🌟🌟🌟🌟🌟🌟🌟🌟🌟🌟 Bravo dad and Dylan I was on the edge of my seat Amazing That will save lives My best wishes always from Las Vegas Craig

@davidbaldwin1591 10 месяцев назад

Dylan, I'm so proud of you. I was on the edge of my eyeballs the whole time. I think I need an Advil, Wow!

@n8057y 10 месяцев назад

Thank you, Dan. I plan to use this video with all the multi-engine students at our flight schools. Congratulations on surviving!

@757MrMark 10 месяцев назад

Good job.

@davidhames319 10 месяцев назад

I think Dylan knew what was coming 👍✈️

@johnkeith2450 10 месяцев назад

I expect an engine failure on every takeoff in the Global and Gulfstream I fly.

@megadavis5377 10 месяцев назад

Oh yeah. I'm sure they "chair flew" the exercise and complete drill many, many times before they went out and did it for real.

@benpatana7664 10 месяцев назад

Well done Dylan. Very useful demo.

@kurtanderson1463 10 месяцев назад

It won't work for all twins or all airports. Good you spent time briefing the disclaimer. I dont know why it's called "multi engine training" when we are mostly limping around on a single engine! Your student seemed calm and prepared for this so great job!

@nadyamullen6098 10 месяцев назад

How many multi-engine instructors actually shut an engine down on take off????.....none at least not when I was doing my multi years ago, just simulated stuff by bring an engine back to ldle/zero thrust.....THIS is how its suppose to be done so the student gets an actual 'real world' feel for it and is prepared for when it actually happens.......great work Dan/Dylan.....great work

@GusHeck 10 месяцев назад

I think this was primarily possible because Dan has worked so intensively with, and has excellent trust in Dylan. I think the "don't replicate this" warning might suggest this is not "how it should be done". I take that warning to mean that this is not safe as a general practice. Try this with a student not verified to be as smart/skilled and calm... startle factor kicks in... could end badly. This is a stunt, performed for our benefit.

@dermick 10 месяцев назад

@@GusHeck I would not be comfortable doing this even with a very experienced pilot. Mistakes happen even to the best of us, and a mistake here could be very severe. It was a very interesting video. I know Dan knows his limitations, and it was his own son flying with him, so clearly he was risking a lot. I hope that people watch this video and learn and internalize the excellent lessons here. Gear up, identify, verify, feather, (nose down) blue line, fly straight. We've seen far too many that have tried to get back to the airport quickly, resulting in death.

@CherylPix62 10 месяцев назад

DYLAN is awesome! Dan, your teaching that young man right! Good job to both of you! 👏🏻😊

@woodrow7201 Месяц назад

Where would we ever see such an exercise, but here with Dan. I see these pretty little girl pilots moving on to light twins without a clue. I was sweating bullets just watching. Well done Dan and Dylan

@HTHCLLC 10 месяцев назад

Dan, 1st multi T O and you kill his rt engine. You sir are a bastard. Good Job. Willing to bet that is a lesson he WILL NEVER FORGET. And I hope others learn from this as well.

@Russell-r8n 4 месяца назад

Having your father as your flight instructor is tough I speak from experience. But they make you a better pilot.

@dyinggoingcoke 10 месяцев назад

That was a great training lesson not only for you guys but for everyone who watched it too!

@podtri419 10 месяцев назад

Not mentioned in the video is when to raise flaps in airplanes which have approach (takeoff) flaps. Keep the same altitude callouts and raise the flaps at 300ft AGL or higher once established at blue line in a climb. This may occur a mile or so down the road from the runway. Raising flaps too quickly will cause a lost of lift from which a single-engine may not (in most cases, cannot) compensate. You will get an initial sink rate (unless you are real quick on the pitch attitude) and may meet the ground before climb rate is restored. Your approach (takeoff) flaps are, most likely, the one thing keeping you climbing SE at low altitude before blue line is consistently established. Expect an increase in SE climb once flaps are retracted and a slight pitch adjustment upwards to maintain blue line. And, as Dan demonstrated, once flaps are up, they remain up until on final and runway is assured. If executing an ILS or approach to minimums, I might just land no flaps if seeing runway last second at DA or just before MAP. Excellent AQP video as always.

@paulputnam2305 10 месяцев назад

Wow Dan, was that Fun! Great Job Dylan! Awesome dad, Dan! Much Love and Hugs “Woof Woof”

@mo12duck34 10 месяцев назад

You are saving lives Dan Gryder and I am proud to support you. 8:17 Dylan knows his Dad for sure!

@gregnettles3677 10 месяцев назад

You could hear it in his breathing

@michaelspunich7273 10 месяцев назад

Yes you could... put me right into the situation!

@Catch_The_Irishman 10 месяцев назад

If I may make a suggestion, the rapid pull of the prop lever to feather should be a more smooth and deliberate action while listening for any change in the operating engines noise. An accidental rapid pull into feather on the operating engine will create an unrecoverable situation. A good rule of thumb when it comes to the Power Quadrant is "Slow is smooth and sooth is fast". The flying pilots correct and deliberate rudder application, proper aileron input and adherence to blue line resulted in a fully controllable aircraft even prior to feathering the prop. Great job.

@757MrMark 10 месяцев назад

Watch the 'shock cooling' worry warts come out of the woodwork.

@ericsd55 10 месяцев назад

lol and they won't see how good the rest of the vid is

@BrandonSchmit 10 месяцев назад

Very cool. Dylan did a great job! Thanks for demonstrating this!

@BSsss603 10 месяцев назад

thank you for creating a competent next generation of aviators!

@mdb777exec 10 месяцев назад

Dan and Dylan outstanding video. A lot to be learned from this and is a major refresher to those of us who have flown numerous hours. I personally have over 29,000+ hours of flying time type, rated in 13 different aircraft and a flown many many different types of twins. Dan, thank you for standing up strong and making sure that training is everything it’s supposed to be and cutting no corners. As you and I know from our airline careers and now that we’re both retired we are the ones who must keep this quality of training going. I salute you for the AQP training, I’m always available if I can help in anyway. Job well done my friend thank you for standing strong and keeping training Standards high- you are a blessing to the Aviation community. Well done also Dylan! Monte.

@tomwilson1006 10 месяцев назад

1 Millican = 1/1000 of a can 🥫

@nsureyet 6 месяцев назад

Excellent training video. I'll keep it forever. Couple of details though. Coming from a glider background, I am all about performance. Multi engine airplanes demand better understanding of aerodynamic performance as not understanding it under right conditions may kill you. That blue line was determined for what conditions? Max gross, standard day, sea level. Going into calculating changes for non standard day would burn too many brain cells, but that blue line we can focus on. As you were NOT at max gross, that blue line is just a starting point. The actual Vyse is somewhat less, and that depends on how lighter than gross you are. If you stabilize at blue line, then slowly reduce airspeed knot by knot, while watching VSI, you will see the increase of climb rate, then a decrease as you get over that hump. There is your actual performance number. (See that it is not below Vmca or too close to it). Now you will climb faster, and go less fast away from the airport too. Second, does Twinkie not have a rudder trim? In this situation it is a godsent, as pain in the leg becomes more and more distracting as time goes by. Love your work. Thank you.

@ProbableCause-DanGryder 6 месяцев назад

1) We don’t have s as n IVSI 2) published blue line is pretty close at all weights 3) We don’t need rudder trim. We need stronger pilots.

@markmcdaniel3975 10 месяцев назад

Thanks Dan for this video. Again you’ve given out seasoned advice which may and probably will save someone’s life in the future. Please don’t stop what your doing in spite of all the haters and experts whom got their license last week.

@johnwise497 10 месяцев назад

You can actually feel the tension in this video. I agree that only very few people are experienced enough to pull this off but I’m glad Dan did it.

@BillyG869 8 месяцев назад

Incredible, one of the very best videos on flying multi I’ve ever viewed…bar none…

@NauticalStrong 10 месяцев назад

Great video. I recently started flying multi-engine and this was a fantastic reminder of what to do (and not to do) with an engine failure after rotation without enough runway.

@BladeandJosie 10 месяцев назад

Awesome video, thank you both 👏🏼

@Boeman767 10 месяцев назад

Awesome life-saving video for sure Dan. As others have said and as I am sure you have said since to Dylan, those levers need to be identified and pulled with maybe just a small bit more consideration and a little less speed. It’s a pity that some still find it necessary to say that this is not how ‘to teach’ this despite your exhortations together with why and how you were doing it. Thank you! Your contributions to safety in GA are immense.

@stevespawn1 10 месяцев назад

You came in and said what to do to stop the people dying in the cockpit. Excellent. The rest of your people please just listen to this. Flying another day. Be humble and keep on flying.

@greenthing99100 10 месяцев назад

Nice job Dylan, well done.

@emdude1784 9 месяцев назад

Dan - I watched this while working out on the elliptical. The best darn flight lesson that I have ever had on a RU-vid video. Thank you Dan

@ATXcam 10 месяцев назад

That's some real world parenting right there. I know Dan is there to take over and resume flying, but this experience that Dylan is getting is priceless!! I see so many of my peers step in and "protect" their kids from any and all harm no matter how necessarily educational it can be, and then there's this. Good work Dan and Dillon!!!

@Capt_Ron 10 месяцев назад

These clowns at AOPA have finally proven to me I’m wasting my time reading anything they have to say. Thanks Dan, excellent video.

@bigdaddie40 10 месяцев назад

Dan, you have way more guts than I have. I would do mixture cuts but I would never feather an engine on a light twin at low altitudes.

@Watchdog_McCoy_5.7x28 10 месяцев назад

Can I ask why? I'm not a pilot by any means, but what's the difference between this and single engine flying? Of course there are proper procedures needed to fly a twin engine on one engine, but the fact is (isn't it?) that single engine flying carries the same risk as this does, yet people fly single engine airplanes all the time and this is not inherently any different. Why so worried about flying twin on single engine vs flying single engine only? Follow the procedures and checklists, and you should be fine. Of course having multi engines operating increases the safety margins, but even flying one engine on a twin, the safety margin is no worse than the typical single engine airplane, is it? I get that there are factors that need to be accounted for when flying single engine on a twin, like reduced climbing power, maneuvering safely, etc, but I don't see where it's inherently any more dangerous than flying a single engine airplane so long as you know what to do, and there's really no other way to do it without actually doing it. Mixture cuts are imo, not a real simulation, and only give you a vague idea of what the flight characteristics are like. Remember I'm not a pilot, just someone that likes aviation, so if there's something I don't understand, then please educate me. I just don't understand how flying single engine airplanes is totally acceptable, but flying single engine on a twin isn't acceptable, not even for a planned training exercise.

@jimw1615 10 месяцев назад

@@Watchdog_McCoy_5.7x28 Look at the accident statics and you will have your answer.

@jamesnelson7415 10 месяцев назад

Loss of an engine on a twin results in a😢 loss of up to 80% of it's climb performance, as well as a very large reduction in all other aspects of performance. There is a🎉 Huge increase in drag, as the imbalance in power results in the airplane effectively flying a bit sideways, exposing the side of the fuselage to the relative wind. If the prop is not feathered, that also adds😢 a huge amount of drag. The control forces required to offset the yaw and roll are also very high, and vary with changes in speed and power. It is much more difficult to fly a twin on ozone engine than any single, and any hesitation or error can have immediate, violent and possibly deadly results. That is why a multi engine rating is required to fly twins.

@Watchdog_McCoy_5.7x28 10 месяцев назад

@@jamesnelson7415 makes sense. Thanks

@arkiefyler 10 месяцев назад

@@Watchdog_McCoy_5.7x28 Because ASYMETRICAL thrust is much more dangerous than NO thrust. 🙄 Sail planes fly with no thrust all the time. 😁

@thor3279 10 месяцев назад

wow. layering in the Stanley Kubrick music as you lead Dylan into your trap, Mr. Torrance

@markbailey6051 10 месяцев назад

Thank you Super Dan!

@bradok3695 10 месяцев назад

Great training video. Thanks for sharing!

@deanVetUk 10 месяцев назад

full of admiration for dan and dylan. i've only piloted real world a few times but can see this concise short sharp memory checklist will save lives who can argue with that! will practice on simulator.

@richcarrCCC 9 месяцев назад

Well done Dylan, I am not surprised by your calm composure and prompt, precise and proper execution of the steps necessary for an AQP engine failure immediately after takeoff. Impressive and inspirational. I'd fly anywhere with you or your dad. I envy you having such a father/flight instructor. Wishing you & your entire family all the best for a fantastic 2024.

@timdykes6675 10 месяцев назад

Excellent !

@Easterwood67 10 месяцев назад

You’re awesome Dan Gryder

@FPVREVIEWS 10 месяцев назад

Incredibly well presented and handled. Thanks for demoing this so we don't have to. Thanks Dan and Dylan. Can't wait to see Dylan someday flying the DC-3!! :)

@garybennett9581 10 месяцев назад

Appreciate the true to life, real world demo. It worked out well could have not worked out too well. BUT…this video could save lives. Life brings lots of unexpected events. Cross control training. Aerobatics. Stalls and spins. All these make you a better pilot. Not sure I would agree to killing an engine in take-off on purpose but, I appreciate that you did…

@tedmoss 10 месяцев назад

You have been warned not to do it.

@hopecottrill3916 10 месяцев назад

I was gripping the computer screen until we landed //

@dks13827 10 месяцев назад

Great video !!!!!!!!!!!!

@silasmarner7586 10 месяцев назад

Superb airmanship the both's of youse gentlemen!!!

@43963 10 месяцев назад

Crystal clear instruction video. Great lifesaving stuff. Even for ATC people to understand the situation a pilot is in.

@ProbableCause-DanGryder 10 месяцев назад

Exactly.

@haroldnelson3734 10 месяцев назад

Why would ATC direct the 310 pilot to make a left turn without knowing which engine he lost? He could easily be directing the pilot to turn into his dead engine and possible rollover. That's terrifying!

@Nehpets1701G 10 месяцев назад

Yep, that's why you've got to be sharp and ready to ignore them / correct them when time allows. No doubt pilots have died due to being over compliant with erroneous ATC instructions.

@SR-bh5jd 10 месяцев назад

“Unable”

@roadwarrior8213 10 месяцев назад

This video was fascinating to watch, especially since I myself am not a pilot. I always had in my mind that when you lost an engine on these types of airplanes you had no choice but to put it in a field. I didn't realize that you can actually limp the plane along on one engine in a pinch. This is the very reason I would love to own a Cessna Skymaster, centerline thrust with no adverse yaw characteristics after an engine loss sounds like a great thing, especially since reaction time seems to be a major part of preventing a VMC roll, which is something that seems to have been the main factor in most of the crashes in recent history

@darrens.4322 10 месяцев назад

Great production Dan, and good flying Dylan. A friend of mine VMC rolled his CE-310 in October 2020 (N101G). He departed North Las Vegas intending to fly to San Diego (KSEE), had one passenger, part 91. He was a high time tens of thousands hour pilot, Eclipse, CE-340, CE-310, part 135 ownership. He tried to go to Henderson bypassing a return-to-land at North Las Vegas, and flew by KLAS. He never declared an EMER. I suspect he was trying to keep a low profile and knew a mechanic at Henderson. W&B was not a factor, the temps were cool that day and winds not significant. The rollover was sudden as he dragged out his flight path OEI. Traumatic injuries impact and burn. The crash got lots of coverage on RU-vid. Miss you Bob Golo and sorry for your loss and having a bad day.

@podtri419 10 месяцев назад

"The rollover was sudden as he dragged out his flight path OEI." Sorry for your friend and your loss. Sounds like he tried to extend his drift-down distance, lost track of AS and and slowed up too much. Same issue with trying to extend glide in a single.

@scotty657 10 месяцев назад

Henderson was my home airport for a couple years back in the late 80s

@pastorglenns.dawson5870 10 месяцев назад

Good flying, and great teaching single engine.😊

@Zelig2Cents 10 месяцев назад

Loved everything about this! The teaching was great, execution was great, and it was very interesting to see the the unique challenges of multi-engine flying, especially with engine loss during takeoff. Thank you Dan for all that you do!

@weing 10 месяцев назад

Dan Gryder. Willing to sacrifice his life and his sons so YOU don't have to!

@TheBaron481 10 месяцев назад

My Fleet training Captain Bill Sample rolled at Prestwick in a Jetstream 31 just after take-off - one week into his new job. A real engine failure, it went in completely inverted on the runway. Poor Bill was just 41 - RIP old pal.

@bluetickfreddy101 10 месяцев назад

Never ever do this on purpose. Crazy😂

@edendunes 10 месяцев назад

Dan, again, brilliant life-saving video. Even if Dylan knew what was coming.

@davidhames319 10 месяцев назад

As the late great Bob Hoover once said, an airplane only recognizes one thing and that’s airspeed.

@donallan6396 10 месяцев назад

If energy was a drink , Hoover made it last till the last drop.

@zappatx 10 месяцев назад

The lesson for me is just to never fly twins.. But astonishing information! That debriefing at the end was extremely useful. I learned a LOT here. Thanks Dan and Dylan.

@bobkosena4928 10 месяцев назад

Dan, really like your channel. This time, the risk far exceeded the training reward. Use a Sim would be safer advice for 99% of fellow pilots, particularly CFIs. Know this was filmed for S/E Training: One idea, given the long runway, simply land and not increase risks of a S/E go around. Second, considering higher density airports (and or higher GW), consider training students not to put gear (or flaps) down until the runway is a certainty, on final - SAFER.

@tajontoms9530 10 месяцев назад

Wow super calm in a very busy environment. Great content, Thanks!

@jdhaase1417 10 месяцев назад

That was intense! Awesome training exercise!

@cliveagoodwill2553 10 месяцев назад

How much is this Video worth? Inestimable.

@jimhuskyflying 10 месяцев назад

A well done flight. However, about 46 years ago when I was at a FIRC session being presented by the best FAA Pilot Examiner I have met he told the following story about a FAA check-airman that gave his fellow FAA Pilot Examiners check rides: At one time in his career he was due his check ride in a FAA DC-3. The check-airman was famous pulling the mixture at very low altitudes during check rides in the DC-3 (like you did in the twin Comanche). He told the check-airman “if you pull a mixture rather than pulling the throttle, I am going to pull the other mixture, so we’ll at least we’ll be in a controlled situation when we crash land.” He went on to tell us instructors in his session that with a mixture pulled you are not in a simulated engine failure you are in an actual emergency with a dead engine. No one in our session thought you could restart a dead DC-3 (or twin Comanche) engine in time to save the aircraft if the situation got out of hand. I was really disappointed to see a safety advocate like yourself create an actual emergency for your son and yourself.

@stewartsmith1947 10 месяцев назад

Leg get sore keeping the ball centered ? Good instruction !

@Riverplacedad1 10 месяцев назад

I remember after our merger with Delta, they brought us in for engine failures on the 767 in the sim. We were doing engine out miss approaches to the East West short runway at SFO into rising terrain. It was a handful.

@danielkornberger1534 10 месяцев назад

Thank you Dan

@mikefromuniontown3809 10 месяцев назад

Great Job Mr. Gryder that is how to train and EDUCATE em. God Bless!

@Q1776Q 10 месяцев назад

Fantastic!!!

@JSFGuy 10 месяцев назад

Well, demonstration?

@F1fan007 10 месяцев назад

Excellent video!! Dan is a fantastic instructor. Great job Dylan!!!

@709rp 10 месяцев назад

Failing an engine just after liftoff in a Twin Commence? What was the point of this exercise? It has taken decades and many lives to understand that underpowered light twins present serious safety issues during training. When I received my multi-engine instructor rating in 1977, the FAA had already come around to this understanding----to stop killing pilots in multi-engine training by failing engines close to the ground, where climbing safely is questionable in many conditions. The other dumb instructor maneuver that we have vanquished is the sudden engine failure near VMC in flight, that leads to unrecoverable spins in these airplanes. The previous comment is right on point----this isn't a transport category airplane. You NEVER fail an engine with the mixture this close to the ground! It would be a dangerous demonstration even with a highly experienced multi-engine pilot. Though this pilot handled the engine failure well, he had no previous training in multi-engine aircraft, and couldn't be expected to have the proficiency necessary to properly control this airplane with a sudden engine failure, on his first attempt. You find out how to handle a Twin Comanche with an engine out at 3,000 feet AGL, not just off the runway. . I have flown airline jets for 40 years and have owned a Beechcraft Baron for 28 years. Now that I can't satisfy my currency requirement in a B777 simulator, I take a BFR in a single engine airplane; to avoid an instructor wanting to do to me what you just did, in my Baron.

@MsRandiCook 10 месяцев назад

Awesome awesome awesome awesome awesome awesome awesome!

@komrad1983 10 месяцев назад

Perfectly done. I could say you can do it, but only on simulator, also will help you to muscle memory

@BreathetheRelicGarage-sf4ib 10 месяцев назад

paradigm shift - keep it coming Dan

@N1611n 10 месяцев назад

Excellent engine out video dan, thank you for posting.

@simeon2851 10 месяцев назад

You had me shook up here, Dan.

@spookgriffith2892 10 месяцев назад

You are pretty amazing Big Buddy! Glad to see you are training your son right.

@RaspySquares 10 месяцев назад

Thank you for doing these.

@johnkolmos1593 10 месяцев назад

Excellent. You never see it done with mixture at that altitude. More realistic

@FarkyDave 10 месяцев назад

This was an excellent video and lesson. Dan, you are an awesome instructor!

@VLove-CFII 10 месяцев назад

Excellent demonstration! ⭐️

@bruceabrahamsen221 10 месяцев назад

It really works, I found out in a PA31-350 out of kewr. 100ft my left engine exploded in flames. I did everything I was suppose to do. (Pull fuel so) fire went out. Circled right over port newark. Returned to runway 4R. I always practiced engine out procedures, it payed off big! Keep Your head and fly the plane!!! It was a cold winter day with light snow, ceilings about 800ft and northeast winds around 20kts. Visibility about 5.