@@ProbableCause-DanGryder Effective in what way and for whom, how do they help anyone if they are not accessible? This is without question valuable life saving content, do you not believe that sometime in the future someone could learn from them? Do you intend to put them behind a paywall in the future?
I agree! Love the information shared, the music choices, and loved watching he and Juan Browne the other day and seeing the sense of humor come out too. I am not even a pilot and love watching both of them on you tube.
@@ProbableCause-DanGryder Hey Dan , the Banjo is fine but when you start strumming your Martin , it elevates your ability to a whole new level. Glad you're an old Rock and Roller and you sound good .
I KNEW there was at LEAST ONE life you've saved, Dan. I know for a fact it's many, many more than that - we might never know exactly how many, but there isn't a question in anyone's mind that this is a worthy cause, hands down, full stop! So glad Joe watches your channel and is with us to tell his story! How AWESOME is that? Thanks, Joe & Debbie, for sharing your story! And as always, THANK YOU, Dan, for what you do!
I know it doesn't mean much coming from me a small-town cop that is not a pilot but is interested in aviation nonetheless proud of you Dan for all you do for pilots through your knowledge and experience.
There is no such thing as a small town cop, when that one person in front of u is threatening ur life it doesn't if there r a 100 people or a million behind them! You're that one special person putting your life in danger protecting and serving ur community! Thank you for your service....
I'm not a pilot either but a lot of the insights from this channel can be applied to any situation where the shit is hitting the fan, even if it isn't hitting the fan blade so the speak. The idea is to figure out how to pick the least worst option so that you have a chance of making it through that experience. Probably the most important decision is to accept that the shit is hitting the fan and that none of the options are going to be perfect or even ideal, but then finding the least worst path and going with it.
It was great to see my new friends Joe and Debbie again, and I am SO glad they listened to Dan, applied the principles, and are alive to tell about it. 💞 Great job Joe!!!
I fly out of Auburn and am just across the way. I was standing in front of this plane less than a week ago wondering what had happened. I’m happy to hear it from the pilot and not simply from an accident report.
I’d like to add one thing. Never be so low that you can’t make the runway if the engine fails. Great job staying calm, finding an area to stick it, and flying the airplane. Probably a life of high stress on a sub prepared you.
Dan, you are a hero! Keep up pounding the GA community with DMMS, pushing forward w/loss of power on take-off, and many more... and jerking a knot in the FAA's tail!! I'm a 61 yr. old student pilot with only 46 hours and I feel much safer with the knowledge you are sharing, Thank-You!
Your comment reminds me of a discussion I read, that gave me an idea. Defined minimum maneuvering speed is useful and so is "push forward upon loss of power" - the thing I saw was pointing out the relationship between angle of attack (AOA) and stall. Namely, a wing DOES NOT stall when the AOA is appropriate and DOES stall when the AOA is too high. So if you're near stall speed and you pull back the stick to maintain level flight in a turn, you're in trouble and same applies when you lose power and pull back on the stick to temporarily keep altitude up! Either way the AOA becomes inappropriate for the particular wing and stall follows. Some airplanes do have an AOA indicator but the planes that are causing fatal stall-related accidents either don't have one or don't have a GOOD one PLUS a pilot trained to pay attention to it. what I imagine as a GOOD AOA indicator would be a circle shaped indicator that shows entirely black at typical "cruise flight" AOA, entirely RED when AOA is at the stall point, and progressively more black or red in between the two. Let pilots get used to what actions will bring the AOA close to "full red" and what won't, but don't go all the way in the red unless you're stalling deliberately (like for training purposes or to safely, legally, do aerobatics)
@@judd_s5643 In the case of an engine out in a piston single rolling the trim to the stop should put you very close to best glide for the airframe. The only controls you have/need until you’re close to the ground is bank (15 degrees, no pulling) and pushing forward on the stick for extra airspeed. You can throw in some rudder if for a slip if you need to ditch some altitude in a hurry.
Wow! Scary view of structures on short final when the engine quit. Great job by the pilot on finding an open field! You could tell he was going thru his checks and looking for a place to land. Keeping his composure allowed him to go home and do a video interview. Awesome!
Dan's editing is the old school way before all this insane production quality came in to UA-cam. What makes it great is the content and that it's authentic. I like it..
I had tears in my eyes after seeing this video...tears of happiness for the pilot and pilot's wife of the Comanche. I am a survivor of a full engine failure due to a blown cylinder as a student in my C-120 on a cross country flight many miles from an airport in the 70's. Never heard of DMMS, but I did hear my instructor in my head over and over again "WATCH YOUR AIRSPEED!! WATCH YOUR AIRSPEED!! FLY THE AIRPLANE!!!" I was at 5500 feet and after calculating my possible glide distance in my head with a 20 Knot tail wind and feathered prop, I was pretty sure I could make it to that airport and I did. Of course, I also kept an eye on any possible landing areas on the way and actually had to put the little Cessna in the biggest sideslip she (and I) had ever been in to get down to a safe landing. I don't fly anymore (except RC aircraft), but watch your itty bitty fledgling UA-cam channel religiously! Thanks Dan for all you are doing to save lives.
I am an old school CFI. I started watching your channel back when the King Air 350 went into the hanger and you preached NOSE DOWN in that video. I used to teach the same thing. I have a couple of comments that I hope is useful to somebody. I used to teach single engine pilots to constantly be finding a place to put it within 30 degrees left or right when below 1000 feet AGL, and if something does happen, head toward that spot immediately and then trouble shoot. The other comment is not related to this video but it saved my bacon once. That is what I call a "spot check". After runup as you taxi toward takeoff, look back at the place where you did the runup and see if there is any spot that would be evidence of an oil or gas that wasn't there when you got there. Thank you Dan, you are saving lives.
I had an engine failure in 1975. I was flying a Piper Arrow with my wife and 2 kids on board. We had an engine failure, a cylinder blew off. Having practiced emergency procedures with a club instructor prior to the trip my response was automatic, set up best glide speed, pick a field, etc. I did a wheels up not knowing the terrain and we all survived. I got the message in my head to go and practice emergency procedures just before the trip. I thank the Lord to this day. The point is know what to do and practice doing it. I have pictures and additional information if anyone is interested. I do my flying in a simulator now and really enjoy your videos.
What a great guy to come out and own what he got right and got wrong, for the benefit of the community? Well done, Dan. Back in about 1995 I flew with a business acquaintance into a tiny airfield on a mine in Zambia. Same aircraft - 250 or 260 Comanche, but with wingtip tanks and something like 9hrs of endurance. A lovely aircraft. The morning after I had completed what I had travelled to the mine to do, we were sitting in the aircraft, at the end of the runway, and he was doing all his runup procedures etc to fly back to South Africa. He started to roll under full power, we got a coupla hundred metres down the runway and the motor died. He chucked out the anchors, got it stopped ok, and then reached down and twiddled with the fuel transfer and tank selector valves down between the seats. The motor ran up again perfectly fine. Back we went to the beginning of the runway again, and this time we took off fine and flew uneventfully back to South Africa. I suspected that he was running the transfer pump from the tank we were fuelling the engine from and had pumped the feed tank dry. We were lucky. A few years later I was in his office and saw an aircraft engine crankcase in the corner. He told me he had crashed the plane, bent the crankshaft and practically totalled the engine, and other things. He had a minor leg injury but nothing major. He was lucky. He described getting off the ground, cycling the undercarriage up and then losing the engine.......and I did wonder if he had again transferred everything out of the tank he was fuelling the engine from with the transfer pump. I didn't ask. I haven't flown with him again though.
My instructor told me when I was getting my primary license that “when something goes wrong go undo the last thing that you did.” I have used that logic in everything I do since. And it works. Until last month I lived in a fly-in community with a lot of other GA pilots and many professional pilots. We have had the debate about gear up or gear down on a off airport emergency landing. The consensus has been to land gear down to absorb as much energy as possible in the sacrificial landing gear before you are reliant on the skin of aircraft to prevent grass burns on your backside.
That is a great story. Well done Joe. So glad you are here to tell your story and use it as a teaching moment. Dan, my dad was an aircraft safety expert, accident investigator and educator. He would be a big fan of your channel if he were still alive. Keep doing what you do, sir.
Strong work, Joe and Dan. I've always advocated for switching to the fullest fuel tank at altitude or else landing with the tank that has been working. No switching tanks at low, maneuvering altitudes. Good work pulling the prop all the way back. It really stretches the glide and for some reason isn't commonly taught. Another thing to know is how to go under wires. If you can't clear the wires, DON"T look at them. Look at the space under the wires and fly there. Just like driving a car or motorcycle, you will go where you are looking. So DON"T look at the wires. That's advice from an old crop duster who has deliberately flown under many of sets of wires.
Not that you ever doubt it, but this one story should juice you to keep on keeping on. You and Joe both get an Atta Boy, my Grandpa’s greatest compliment.
Been flying 25 years. Declared my first emergency a few days ago with Houston center. Engine failed on climb out of our ranch. First thing that popped into my head was Dan preaching DMMS and if I screwed this up I would end up on his channel. Lucky for me, I had plenty of altitude and was able to glide successfully to a nearby airport. Thanks Dan!! Whew! It sure tested the integrity of my cardio vascular system.
Dan, If my wife had been able to see your videos 35 years ago she might still be alive. Instead, she lost her engine on take off and ended up trying to turn back to the airport. The result was she stalled and died within sight of the runway. The odd thing was the day before I had a conversation with her regarding what I would do in a situation regarding an engine failure on takeoff. I remember telling her I would put the thing in somebody's bedroom window if I had to but I would be in control until the aircraft touched down. I remember telling her then it would be like being in a car wreck and I would have a chance to survive. I never mentioned just don't stall the airplane. It was so obvious to me, why would I have to say something like that? I remember telling her you have to think like an airplane. She couldn't do that and didn't when she had just seconds to make the right decision. Dan, I have no doubt you have saved the lives of people you will never know. You have my admiration and respect and I am sure that applies to many other individuals who would say the same thing about you. God bless you and keep up what you are doing.
That was probably the best execution of a engine failure emergency landing I've ever seen. I've been close to that situation, but had the fortune that the engine came back literally in the moment I was about to commit to a hard touchdown in an orchard. The engine provided just enough thrust to slowly climb while circling and then dash 3 miles on inertia alone to a small glider airfield, and I got most of it on camera and youtube as well.
I'm not a pilot, but from watching your videos, I was able to anticipate the two issues you focused on at the end: The right tank was the problem, and the gear should have been retracted.
I appreciate the honesty of the pilot. It is hard to accept that he could have stayed on the left tank and made the airport instead of the off field landing with airplane damage. You can’t second guess these things. It is easy to know what could have been done when later on the ground and with plenty of time to think in a relaxed low stress environment. Clearly he did not want to put his plane down in the midst of homes and businesses and hurt others. I can see that was a primary motivator and he is to be commended. Next time fellow pilots, remember about the vent. I thought that was the problem as soon as he said the engine ran again when he switched back to the right. But again, that is not the way the brain works under stress. But we can all learn this simple thing and his confession will save lives in the future. Thank you sir!
That was truly hard to watch your neighbor wrinkle his plane . We will both miss him flying over wagging his wings at us on a warm sunny days but I'm glad he came home for dinner that night and to tell the story in person rather than hearing it on the news.
Joe: You did a GREAT job. Forget Dan's nitpicking about changing tanks and going in gear-up, what you did was so right, that no other comments count. You are the MAN! Fly that sucker all the way into the crash. YEAH!
Not a fan of straight in finals, too low too slow too far away. 500 feet at 1.5 miles scares me. But real proof DMMS needs to be taught. Great job to both of you!
We can all learn to fly in a few hours but we would need a lifetime to truly learn to survive all scenarios we may encounter. Dan! You give us the opportunity to get a lifetime of experience twenty minutes at a time. Thank you!
I own a 260 Comanche I had a problem my self years ago. I remember running on the outbound tank and did not set my timer which tells me to switch tanks and not paying attention to the gages because everything was running great. What I did was run it dry. I mean dry 15 gallons tank when I filled it up it took 14.9 gallons My plane did not quit but it slowed down and I did emergency procedure. When I put it back to the main it picked up speed. I was 120 to 185 mph. I learned then to switch gas tank at the last 1/4 full. The Comanche has 4 tanks. I always fill it up before flying to. Thank Dan for your work I learn as a pilot .
Great job Joe, glad you're alive and well to tell the story. Dan, awesome work with AQP drilling safety and DMMS into the heads of private GA pilots. More lives will be saved by this information.
Going with the fuel tank that *had been working* is like a situation some firefighters got in with a fire in a large warehouse. The fire had grown to the point where they must get out. Rather than go ahead the shorter distance, they chose to return the longer way they'd come. They knew the path back was open. Going ahead might be shorter, but it also might be blocked. Go with what you know will work.
Dan, I am so happy to see two more people who didn't die in their airplane. God bless Dan Gryder, DTSB, and Probable Cause. ❤ God bless Joe and Debbie. ❤
I have zero interest of ever flying a plane but I really love watching these videos 😂 not sure why I just like learning about it even though I know good and well I’ll never fly a plane. Keep up the good work and I’m happy you were able to save someone’s life! ❤
Me either, but I would have lots better odds if I had to take over someday in an emergency. I might not know everything to do, but I now know many things NOT to do. Also, instead of just screaming the whole way down into my pilots ear, I can instead shout words of encouragement, "Feather the prop! Keep the nose down and gear up! Pick a spot in front of us and take it straight in! Watch your DMMS! Dinner is on me!"
You're doing important work Dan. It was great to see Joe and his wife on zoom, alive and still together all because you saved his life by making these priceless UA-cam videos. Obviously Jennifer doesn't care about our GA pilots as evidenced by the lack of information pertaining to GA crashes but I'm glad you do. I could feel the gratitude in Joe and Debbie's words they have for you and all you've done through your itty-bitty probable cause youtube videos. Keep up your great work for GA pilots and their families.
Thank you Dan and Joe, Joe has been a long time friend and neighbor of mine for many years. To see this video shows his flying skills are a true testament of his knowledge how to fly a plane. I'm glad you're still with us Joe, excellent and WOW!
Hey. I'm not a pilot. But I gave a little off Zelle. A couple bucks. But Dan is level-headed. I was flying right before Covid. Than it was over. So I watch this every time it post. Give Mr. Grider a couple bucks. If I can, you all can! Thanks Dan
In a similar vein, I was riding back seat in a T-34 in formation of 4 other aircraft. My pilot had gotten to the point of switching tanks. Muscle memory kicked in and he selected another tank. Some seconds later, the engine lost power. He bailed out of the formation to diagnose the issue and quickly realized the likely cause was switching tanks and switched back to the previous tank which solved the issue. This was a few years ago and I was also flying backseat in a T-6. A similar problem occurred in another T-6 in the formation. My memory is fuzzy on the ultimate causes for both incidents but one was not hitting the fuel selector detent and the other was a mechanical issue with the fuel selector. These experiences engrained in me to retrace any changes I’ve made in the past number of minutes and consider they may be the cause of the malfunction.
Phenomenal stuff Mr Dan, I’m a fan and a supporter of Airborne Animal Rescue. I applaud your extensive knowledge and ability to clearly identify root causes, and DMMS should become an automatic motor skill. This particular video was painful to watch, as I fly a beautiful Twin Comanche equal to this beautiful single. One trick I learned and used in a similar circumstance, and something that might have helped this poor gentleman, was the simple instruction “when something goes wrong, UNDO the last thing you did”. I was single pilot IFR, at night, in the clouds, over the Blue Mountains of Washington state, when my right engine quit. A few minutes prior I had changed fuel tanks. The first thing I did (after the shock and delayed reaction of many seconds) was change back to the tank I was oringally on. The engine came back to life, so I flew on and landed uneventfully. The fuel system on the twin is relatively complicated, as you know, but in simplest terms, the electric solenoid valve had frozen, and returning to the manual main tank saved the day. I was not a follower of your channel back then, several years ago, but I wish I had been! Please keep doing what you do so we’ll. I look forward to your stuff, and go back over many of them often. P.S., I find the NTSB and FAA almost totally without merit, and applaud your calling them out.
As a survivor of a near fatal, non-aviation related accident, this one had me in tears. You can see the happiness and joy in that couples faces and to hear the tale of how close it nearly was to something tragic is truly heartwarming. Thank you to Dan and other content creators that do what they do to save lives.
Since watching this channel it's changed my approach to how I self brief every flight before hand and then in the air.. Always expect engine failure on t/o and be ready, get "light in the seat" if it fails on climb out and DMMS is part of my approach briefing before joining the traffic pattern. Keep up the excellent work Dan and greetings from the UK.
Good for you on the Beaver crash…an AD is a great start. Dan Gryder saved my life….what a great honor to you and glad with your info and guidance…Joe walked away. Don’t stop believing!
Joe did an amazing job keeping his cool and flying DMMS all the way to that field. That was great of him to come on here and admit that he thought of Gryder when the urge to pull on the yoke was in his mind. Thanks for all you do Dan and keep up the great work brother.
GOOD JOB DAN ! GREAT JOB JOE !!. And Three lessons learned. 1 If you fix it don't touch it just land. 2 Joe you almost bit a the bait "I can save the plane" 3 retract the gear and belly it in because it's not your plane anymore!. Thanks Dan and Thanks Joe and Debbie for letting us share in your story. You have payed it forward and helped someone in the future.
I want to express how important the very last seconds were. Dan has emphasized keeping the gear retracted for an emergency landing on a field or road. I always expected that in a field, friction would stop the plane pretty quickly no matter what. I was wrong and never saw why until the end of this video. That airplane rolled until it got to some dip in the terrain, I guess the nose wheel rolled into it, which is when the more potentially injurious crash actually occurred. Now I get it! Stay with this video til the last second. I hope this one stays up. I looked through the comments briefly before writing this and couldn't find anyone saying the same thing, so I wrote it myself and will add the stipulation that I'm not a pilot.
Dan, you are definitely saving lives with your channel. I’m not a pilot but I love your approach. You say you only want a dollar or two but you can’t stop me from giving more!
You did great getting the EMERGENCY AD, thank you. I am doing everything I can to avoid getting on your show. The crash video is painful but great job not killing anyone on the ground.
Leave gear up? Leave Gear Down?? There are two schools of thought on this! When I got my complex check out 40 yrs ago, there was the practice of putting the gear down BECAUSE the gear can help absorb a LOT of the impact! So that concept bares merit! If you're going down in a RUGGED area, it would be beneficial to leave the gear down rather than the fuselage "with the occupants" absorb the DIRECT impact! If it's a wide open grassy field, who's to say there are not some 12 inch tree stumps laying in wait? The fuselage sliding across the ground making direct impact with a large stump or rock or berm would be catastrophic in terms of the fuselage and cabin absorbing the impact directly. Letting the gear absorb and deflect the impact could be beneficial! Yet if the gear catch and flip over on it's back may be worse than skidding in on the belly? I would think this over and consider the off airport decision be based on the topography as to weather you leave the gear up or down. What are your thoughts on this? This guy put his gear DOWN, he also mentioned hitting the berm which was quite violent from the pilots description, IF he had hit the same berm with the gear UP, the injuries would have been a lot more serious I believe! His gear absorbed a lot of the impact, but the fuselage and cabin would have absorbed much more direct impact if the gear would have been up! So I believe he was better off with his gear down! Like you said, it's the insurance companies plane either way! But I believe this hard core idea to leave the gear up should not be a firm rule, it depends on where you are being forced to land that would determine your decision! One other thought is if the gear are down, you still have "SOME" brake authority to guide you left or right to avoid last minute obstacles rather than the fuselage sliding along the ground and you along for the ride. OK, so let's get your thoughts on this and have a fair discussion because different situations require all options!
GEAR UP, on engine failure, right after switching tanks, and fuel pump. Just like pulling the prop to low RPM, it extends the glide. We learn the importance of "clean up" for energy management on single engine ops in twins, but it is seldom discussed relating to single engine ops. This may be due to the "old days" of engine driven hydraulic pumps being needed to operate the gear. A drag demo is indicated for early training in complex aircraft. Nice job, Joe! Dan please expound on why Transport Canada published this Beaver DHC-3 AD in 2018, but it appears that the FAA sat on it for 4 years.
Truly amazing story. Great job Joe! Dan your video's are saving lives and making a true difference in the aviation community. Keep up the great work OM. 73
Great job to that gentleman flying that bird all the way to the scene of the crash. DMMS = Vs1 X 1.4 (close to Best Glide at max gross weight). Thankful for what you do Dan! Huge fan!
Engine failure was common back in day and pilots put them down in fields or whatever all the time. My instructor used to kill the engine all the time and let me choose where to put it down. He didn't add power until we were about 20 feet above the ground. He also made me land without power all the time so that I knew how far the plane would glide. He was a WWII vet and an old airline pilot. Miss those guys.
Dan, as a kid I taught myself to fly RC airplanes, the older heavier ones that were much more difficult to fly. After crashing and rebuilding for years, I learned how to crash and crash well. Calmness, airspeed, identify landing area as soon as possible, and use all that glider experience I had from my first years. I even had to land inverted once when my engine quit while doing a low inverted pass. The result was very good, and I kept it in one piece. Years later, all of that is still stuck in my mind and I see every surface as a possible landing area, with the intention of making the best touchdown on anything, as though I was landing on a smooth surface. Thank you so very much Dan, for bringing so much attention to these life-saving procedures.
"The DMMS was something to cling on to." Thank you, Dan, for helping Joe save his and Debbie's lives. I think of my DMMS each and every time I start my plane.
Good job on effectively kicking FAA arse regards the Beaver pitch control corrosion safety issues, this shows your research on this issue was worth it, Dan Gryder saving more lives through sharing knowledge
Dan, You simply couldn’t get a better reason to keep putting your messages out there like dmms and the many other lifesaving lessons you have unselfishly given all of us on uTube. Thank you for not only saving these two lives but the many more lives in the future. Let all of the hater’s out there try to Turn around the in their face fact that right here “today” Is yet another sweet loving wife who is still able to set out a dinner plate and silverware for her loving husband along with his dear friend, instead of writing his obituary 😢 Thank you Dan !!!
DMMS! as a 50 minute solo glider pilot (in Australia 50 years ago) we learnt the pre-landing checklist FUST (Flaps, Undercarriage, Speed (safe manoeuvring) and Trim (for that speed). Walked away from several 'engine out' landings.
What a great outcome for Joe and Debbie! Retired pilot now, but if I am ever on the controls again, I have your DMMS formula seared into my brain, and will use it to stay alive. 👍 You're the man Dan!
I think Dan has saved more lives in a few years on UA-cam than the FAA and NTSB combined. Keep up the good work sir!
Cant say he saved my life, because I'm not a pilot, but this video snapped a 6 month depression I've been in. Wow.
He could save even more if he left his videos up, why take them down?
It’s far more effective by taking them down.
@@ProbableCause-DanGryder Effective in what way and for whom, how do they help anyone if they are not accessible? This is without question valuable life saving content, do you not believe that sometime in the future someone could learn from them? Do you intend to put them behind a paywall in the future?
@@CCW1911 No. I will never sell content or make anything pay per view.
What an honorable man. To accept your criticism & acknowledge the mistakes he made, even though it turned out ok. What a GREAT story Dan, thank you.
My uncle was the passenger in that airplane! Thank you for keeping him safe!
i'm a non-pilot but i've always been interested in aviation issues, love this channel.
Me too! When watching the video even I said nose down !! As soon as engine quit out. I’m learning as well and I’m not even a pilot!! 😂 it’s so cool!
@@Itsfalcon9 SAME! Hahaha! Nose down don't stall!
@@bendietrees As "simple" as that, it cost 228 lives in AF447 because one of those knob turner pilots never got it.
Same. I never flew or plan 2. These investigations r interesting and i think pilots are brave.
This is why I think that this channel is one of the most significant channels on UA-cam. Saving lives. AND the banjo, of course.
You ok with the banjo?
I agree! Love the information shared, the music choices, and loved watching he and Juan Browne the other day and seeing the sense of humor come out too. I am not even a pilot and love watching both of them on you tube.
@@ProbableCause-DanGryder Just don’t pick up that trombone.
@@ProbableCause-DanGryder Hey Dan , the Banjo is fine but when you start strumming your Martin , it elevates your ability to a whole new level. Glad you're an old Rock and Roller and you sound good .
Love the Banjo
Well, Dan, this is the second video of yours I've shed a few happy tears over. People ARE watching and Listening! Life is good!
You’re a big help. I couldn’t do this alone. Thank you!
I KNEW there was at LEAST ONE life you've saved, Dan. I know for a fact it's many, many more than that - we might never know exactly how many, but there isn't a question in anyone's mind that this is a worthy cause, hands down, full stop! So glad Joe watches your channel and is with us to tell his story! How AWESOME is that? Thanks, Joe & Debbie, for sharing your story! And as always, THANK YOU, Dan, for what you do!
I know it doesn't mean much coming from me a small-town cop that is not a pilot but is interested in aviation nonetheless proud of you Dan for all you do for pilots through your knowledge and experience.
There is no such thing as a small town cop, when that one person in front of u is threatening ur life it doesn't if there r a 100 people or a million behind them! You're that one special person putting your life in danger protecting and serving ur community!
Thank you for your service....
@@jofus3604 Thank you sir it means a lot.
I'm not a pilot either but a lot of the insights from this channel can be applied to any situation where the shit is hitting the fan, even if it isn't hitting the fan blade so the speak. The idea is to figure out how to pick the least worst option so that you have a chance of making it through that experience. Probably the most important decision is to accept that the shit is hitting the fan and that none of the options are going to be perfect or even ideal, but then finding the least worst path and going with it.
Man, Machine and Moment. Thank you for your service in keeping your community safe!
It was great to see my new friends Joe and Debbie again, and I am SO glad they listened to Dan, applied the principles, and are alive to tell about it. 💞 Great job Joe!!!
I fly out of Auburn and am just across the way. I was standing in front of this plane less than a week ago wondering what had happened. I’m happy to hear it from the pilot and not simply from an accident report.
I’d like to add one thing. Never be so low that you can’t make the runway if the engine fails.
Great job staying calm, finding an area to stick it, and flying the airplane. Probably a life of high stress on a sub prepared you.
Dan, you are a hero! Keep up pounding the GA community with DMMS, pushing forward w/loss of power on take-off, and many more... and jerking a knot in the FAA's tail!! I'm a 61 yr. old student pilot with only 46 hours and I feel much safer with the knowledge you are sharing, Thank-You!
Your comment reminds me of a discussion I read, that gave me an idea.
Defined minimum maneuvering speed is useful and so is "push forward upon loss of power" - the thing I saw was pointing out the relationship between angle of attack (AOA) and stall. Namely, a wing DOES NOT stall when the AOA is appropriate and DOES stall when the AOA is too high. So if you're near stall speed and you pull back the stick to maintain level flight in a turn, you're in trouble and same applies when you lose power and pull back on the stick to temporarily keep altitude up! Either way the AOA becomes inappropriate for the particular wing and stall follows.
Some airplanes do have an AOA indicator but the planes that are causing fatal stall-related accidents either don't have one or don't have a GOOD one PLUS a pilot trained to pay attention to it. what I imagine as a GOOD AOA indicator would be a circle shaped indicator that shows entirely black at typical "cruise flight" AOA, entirely RED when AOA is at the stall point, and progressively more black or red in between the two. Let pilots get used to what actions will bring the AOA close to "full red" and what won't, but don't go all the way in the red unless you're stalling deliberately (like for training purposes or to safely, legally, do aerobatics)
Good job Joe!
Simple rule: If you don't have an engine your yoke can now only be pushed not pulled - until you're in a landing flare.
did he have flaps up or down?
@@dabneyoffermein595 look at the photo, up.
Stick controls airspeed, throttle controls altitude!
@@judd_s5643 In the case of an engine out in a piston single rolling the trim to the stop should put you very close to best glide for the airframe.
The only controls you have/need until you’re close to the ground is bank (15 degrees, no pulling) and pushing forward on the stick for extra airspeed. You can throw in some rudder if for a slip if you need to ditch some altitude in a hurry.
Wow! Scary view of structures on short final when the engine quit. Great job by the pilot on finding an open field! You could tell he was going thru his checks and looking for a place to land. Keeping his composure allowed him to go home and do a video interview. Awesome!
It is truly SO admirable how they can keep their cool and refer to their training!
omg, he was so close to that power line, if he hit that, it would have been curtains.
Dan's editing is the old school way before all this insane production quality came in to UA-cam. What makes it great is the content and that it's authentic. I like it..
The look on your face was pure pride like a parent. Your teachings are paying big returns now . Keep up the good work Dan , people are listening.
I had tears in my eyes after seeing this video...tears of happiness for the pilot and pilot's wife of the Comanche. I am a survivor of a full engine failure due to a blown cylinder as a student in my C-120 on a cross country flight many miles from an airport in the 70's. Never heard of DMMS, but I did hear my instructor in my head over and over again "WATCH YOUR AIRSPEED!! WATCH YOUR AIRSPEED!! FLY THE AIRPLANE!!!" I was at 5500 feet and after calculating my possible glide distance in my head with a 20 Knot tail wind and feathered prop, I was pretty sure I could make it to that airport and I did. Of course, I also kept an eye on any possible landing areas on the way and actually had to put the little Cessna in the biggest sideslip she (and I) had ever been in to get down to a safe landing. I don't fly anymore (except RC aircraft), but watch your itty bitty fledgling UA-cam channel religiously! Thanks Dan for all you are doing to save lives.
Fantastic job to Joe, keep flying it all the way to the ground. Hats off to you Dan, all of the hard work you’ve been doing on UA-cam is paying off
This was a great video, awesome for training video for us all thank you for sharing, God bless you all! I'm also ex-subsailor too, USS Flasher SSN-613
I am an old school CFI. I started watching your channel back when the King Air 350 went into the hanger and you preached NOSE DOWN in that video. I used to teach the same thing.
I have a couple of comments that I hope is useful to somebody. I used to teach single engine pilots to constantly be finding a place to put it within 30 degrees left or right when below 1000 feet AGL, and if something does happen, head toward that spot immediately and then trouble shoot. The other comment is not related to this video but it saved my bacon once. That is what I call a "spot check". After runup as you taxi toward takeoff, look back at the place where you did the runup and see if there is any spot that would be evidence of an oil or gas that wasn't there when you got there.
Thank you Dan, you are saving lives.
You are saving lives, Dan! Thank you.
I had an engine failure in 1975. I was flying a Piper Arrow with my wife and 2 kids on board. We had an engine failure, a cylinder blew off. Having practiced emergency procedures with a club instructor prior to the trip my response was automatic, set up best glide speed, pick a field, etc. I did a wheels up not knowing the terrain and we all survived. I got the message in my head to go and practice emergency procedures just before the trip. I thank the Lord to this day. The point is know what to do and practice doing it. I have pictures and additional information if anyone is interested.
I do my flying in a simulator now and really enjoy your videos.
When I learned to fly in the 60s we never heard about ‘pulling the prop’ in our A36 bonanzas. Makes sense now of course.
What a great guy to come out and own what he got right and got wrong, for the benefit of the community? Well done, Dan.
Back in about 1995 I flew with a business acquaintance into a tiny airfield on a mine in Zambia. Same aircraft - 250 or 260 Comanche, but with wingtip tanks and something like 9hrs of endurance.
A lovely aircraft.
The morning after I had completed what I had travelled to the mine to do, we were sitting in the aircraft, at the end of the runway, and he was doing all his runup procedures etc to fly back to South Africa.
He started to roll under full power, we got a coupla hundred metres down the runway and the motor died.
He chucked out the anchors, got it stopped ok, and then reached down and twiddled with the fuel transfer and tank selector valves down between the seats. The motor ran up again perfectly fine.
Back we went to the beginning of the runway again, and this time we took off fine and flew uneventfully back to South Africa.
I suspected that he was running the transfer pump from the tank we were fuelling the engine from and had pumped the feed tank dry.
We were lucky.
A few years later I was in his office and saw an aircraft engine crankcase in the corner. He told me he had crashed the plane, bent the crankshaft and practically totalled the engine, and other things.
He had a minor leg injury but nothing major. He was lucky.
He described getting off the ground, cycling the undercarriage up and then losing the engine.......and I did wonder if he had again transferred everything out of the tank he was fuelling the engine from with the transfer pump.
I didn't ask.
I haven't flown with him again though.
Leave this one up FOREVER Dan!!! This is exactly what your channel is about.
My instructor told me when I was getting my primary license that “when something goes wrong go undo the last thing that you did.” I have used that logic in everything I do since. And it works.
Until last month I lived in a fly-in community with a lot of other GA pilots and many professional pilots. We have had the debate about gear up or gear down on a off airport emergency landing. The consensus has been to land gear down to absorb as much energy as possible in the sacrificial landing gear before you are reliant on the skin of aircraft to prevent grass burns on your backside.
That is a great story. Well done Joe. So glad you are here to tell your story and use it as a teaching moment.
Dan, my dad was an aircraft safety expert, accident investigator and educator. He would be a big fan of your channel if he were still alive.
Keep doing what you do, sir.
I’ve flown out of Auburn many times. Totally built up around the airport with few options if you loose an engine. Glad you found one.
airports should have open fields around them.
I remember hearing about a CFI who would have a student practicing whatever and suddenly say "where you gonna land NOW?
Must be a nice feeling Dan! Congratulations your hard work is saving folks.
Joe, thank you for your service. I'm so glad you're alive to tell your tale. What a blessing.
Strong work, Joe and Dan. I've always advocated for switching to the fullest fuel tank at altitude or else landing with the tank that has been working. No switching tanks at low, maneuvering altitudes. Good work pulling the prop all the way back. It really stretches the glide and for some reason isn't commonly taught. Another thing to know is how to go under wires. If you can't clear the wires, DON"T look at them. Look at the space under the wires and fly there. Just like driving a car or motorcycle, you will go where you are looking. So DON"T look at the wires. That's advice from an old crop duster who has deliberately flown under many of sets of wires.
Not that you ever doubt it, but this one story should juice you to keep on keeping on. You and Joe both get an Atta Boy, my Grandpa’s greatest compliment.
Been flying 25 years. Declared my first emergency a few days ago with Houston center. Engine failed on climb out of our ranch. First thing that popped into my head was Dan preaching DMMS and if I screwed this up I would end up on his channel. Lucky for me, I had plenty of altitude and was able to glide successfully to a nearby airport. Thanks Dan!! Whew! It sure tested the integrity of my cardio vascular system.
Awesome! I was there with you?
Dan, If my wife had been able to see your videos 35 years ago she might still be alive. Instead, she lost her engine on take off and ended up trying to turn back to the airport. The result was she stalled and died within sight of the runway. The odd thing was the day before I had a conversation with her regarding what I would do in a situation regarding an engine failure on takeoff. I remember telling her I would put the thing in somebody's bedroom window if I had to but I would be in control until the aircraft touched down. I remember telling her then it would be like being in a car wreck and I would have a chance to survive. I never mentioned just don't stall the airplane. It was so obvious to me, why would I have to say something like that? I remember telling her you have to think like an airplane. She couldn't do that and didn't when she had just seconds to make the right decision. Dan, I have no doubt you have saved the lives of people you will never know. You have my admiration and respect and I am sure that applies to many other individuals who would say the same thing about you. God bless you and keep up what you are doing.
I am sorry for your loss...I am trying to prevent future very similar outcomes.
That was probably the best execution of a engine failure emergency landing I've ever seen.
I've been close to that situation, but had the fortune that the engine came back literally in the moment I was about to commit to a hard touchdown in an orchard. The engine provided just enough thrust to slowly climb while circling and then dash 3 miles on inertia alone to a small glider airfield, and I got most of it on camera and youtube as well.
I wish this content was available when I learned to fly. I just introduced your channel to a young pilot over the weekend.
I adore how you used "Don't stop believing" during that first clip! They always say don't stop fighting until you hit the ground!
Yeah the song sure fit, happy to grab a guitar and crank out a tune to fit.
I'm not a pilot, but from watching your videos, I was able to anticipate the two issues you focused on at the end:
The right tank was the problem, and the gear should have been retracted.
Good job Dan. My father was a pilot. His montra was "Don't fly low and slow".
I appreciate the honesty of the pilot. It is hard to accept that he could have stayed on the left tank and made the airport instead of the off field landing with airplane damage. You can’t second guess these things. It is easy to know what could have been done when later on the ground and with plenty of time to think in a relaxed low stress environment. Clearly he did not want to put his plane down in the midst of homes and businesses and hurt others. I can see that was a primary motivator and he is to be commended. Next time fellow pilots, remember about the vent. I thought that was the problem as soon as he said the engine ran again when he switched back to the right. But again, that is not the way the brain works under stress. But we can all learn this simple thing and his confession will save lives in the future. Thank you sir!
That was truly hard to watch your neighbor wrinkle his plane . We will both miss him flying over wagging his wings at us on a warm sunny days but I'm glad he came home for dinner that night and to tell the story in person rather than hearing it on the news.
He landed the plane on his terms not gravity’s terms… nice!!! Glad you’re here today to tell the story sir
These interaction videos you are producing are far more impactful than simply "telling the story". They are the gold in the bank!! Thanks Dan.
Joe: You did a GREAT job. Forget Dan's nitpicking about changing tanks and going in gear-up, what you did was so right, that no other comments count. You are the MAN! Fly that sucker all the way into the crash. YEAH!
To the tune of the song... "Just stop, deletin', those incredible vid-e-ooosss"... This one's a keeper.
Not a fan of straight in finals, too low too slow too far away. 500 feet at 1.5 miles scares me. But real proof DMMS needs to be taught. Great job to both of you!
This is a smart pilot. Things happen quick. Well done!
We can all learn to fly in a few hours but we would need a lifetime to truly learn to survive all scenarios we may encounter. Dan! You give us the opportunity to get a lifetime of experience twenty minutes at a time. Thank you!
I own a 260 Comanche I had a problem my self years ago. I remember running on the outbound tank and did not set my timer which tells me to switch tanks and not paying attention to the gages because everything was running great. What I did was run it dry. I mean dry 15 gallons tank when I filled it up it took 14.9 gallons My plane did not quit but it slowed down and I did emergency procedure. When I put it back to the main it picked up speed. I was 120 to 185 mph. I learned then to switch gas tank at the last 1/4 full. The Comanche has 4 tanks. I always fill it up before flying to. Thank Dan for your work I learn as a pilot .
Great job Joe, glad you're alive and well to tell the story. Dan, awesome work with AQP drilling safety and DMMS into the heads of private GA pilots. More lives will be saved by this information.
Going with the fuel tank that *had been working* is like a situation some firefighters got in with a fire in a large warehouse. The fire had grown to the point where they must get out. Rather than go ahead the shorter distance, they chose to return the longer way they'd come. They knew the path back was open. Going ahead might be shorter, but it also might be blocked. Go with what you know will work.
Dan I've told you before and I will tell you again. You make a difference. Please keep doing what you're doing. Joe's story is proof. Thank you both.
Dan, I am so happy to see two more people who didn't die in their airplane. God bless Dan Gryder, DTSB, and Probable Cause. ❤ God bless Joe and Debbie. ❤
That's for sure Dan, you have made us more aware.
I have zero interest of ever flying a plane but I really love watching these videos 😂 not sure why I just like learning about it even though I know good and well I’ll never fly a plane. Keep up the good work and I’m happy you were able to save someone’s life! ❤
Elon, is that you?
Me either, but I would have lots better odds if I had to take over someday in an emergency. I might not know everything to do, but I now know many things NOT to do. Also, instead of just screaming the whole way down into my pilots ear, I can instead shout words of encouragement, "Feather the prop! Keep the nose down and gear up! Pick a spot in front of us and take it straight in! Watch your DMMS! Dinner is on me!"
This is a fantastic story! I have learned much from you Dan!!!
You're doing important work Dan. It was great to see Joe and his wife on zoom, alive and still together all because you saved his life by making these priceless UA-cam videos. Obviously Jennifer doesn't care about our GA pilots as evidenced by the lack of information pertaining to GA crashes but I'm glad you do. I could feel the gratitude in Joe and Debbie's words they have for you and all you've done through your itty-bitty probable cause youtube videos. Keep up your great work for GA pilots and their families.
Thank you Dan and Joe, Joe has been a long time friend and neighbor of mine for many years. To see this video shows his flying skills are a true testament of his knowledge how to fly a plane. I'm glad you're still with us Joe, excellent and WOW!
Hey. I'm not a pilot. But I gave a little off Zelle. A couple bucks. But Dan is level-headed. I was flying right before Covid. Than it was over. So I watch this every time it post. Give Mr. Grider a couple bucks. If I can, you all can! Thanks Dan
In a similar vein, I was riding back seat in a T-34 in formation of 4 other aircraft. My pilot had gotten to the point of switching tanks. Muscle memory kicked in and he selected another tank. Some seconds later, the engine lost power. He bailed out of the formation to diagnose the issue and quickly realized the likely cause was switching tanks and switched back to the previous tank which solved the issue.
This was a few years ago and I was also flying backseat in a T-6. A similar problem occurred in another T-6 in the formation. My memory is fuzzy on the ultimate causes for both incidents but one was not hitting the fuel selector detent and the other was a mechanical issue with the fuel selector.
These experiences engrained in me to retrace any changes I’ve made in the past number of minutes and consider they may be the cause of the malfunction.
What a great off-field landing! So glad these folks are still alive.
Phenomenal stuff Mr Dan, I’m a fan and a supporter of Airborne Animal Rescue. I applaud your extensive knowledge and ability to clearly identify root causes, and DMMS should become an automatic motor skill.
This particular video was painful to watch, as I fly a beautiful Twin Comanche equal to this beautiful single. One trick I learned and used in a similar circumstance, and something that might have helped this poor gentleman, was the simple instruction “when something goes wrong, UNDO the last thing you did”. I was single pilot IFR, at night, in the clouds, over the Blue Mountains of Washington state, when my right engine quit. A few minutes prior I had changed fuel tanks. The first thing I did (after the shock and delayed reaction of many seconds) was change back to the tank I was oringally on. The engine came back to life, so I flew on and landed uneventfully.
The fuel system on the twin is relatively complicated, as you know, but in simplest terms, the electric solenoid valve had frozen, and returning to the manual main tank saved the day. I was not a follower of your channel back then, several years ago, but I wish I had been! Please keep doing what you do so we’ll. I look forward to your stuff, and go back over many of them often.
P.S., I find the NTSB and FAA almost totally without merit, and applaud your calling them out.
As a survivor of a near fatal, non-aviation related accident, this one had me in tears. You can see the happiness and joy in that couples faces and to hear the tale of how close it nearly was to something tragic is truly heartwarming. Thank you to Dan and other content creators that do what they do to save lives.
Since watching this channel it's changed my approach to how I self brief every flight before hand and then in the air.. Always expect engine failure on t/o and be ready, get "light in the seat" if it fails on climb out and DMMS is part of my approach briefing before joining the traffic pattern. Keep up the excellent work Dan and greetings from the UK.
I am sorry about the tea thing.
Good for you on the Beaver crash…an AD is a great start. Dan Gryder saved my life….what a great honor to you and glad with your info and guidance…Joe walked away. Don’t stop believing!
Thank you, Joe for your debrief ...
Joe did an amazing job keeping his cool and flying DMMS all the way to that field. That was great of him to come on here and admit that he thought of Gryder when the urge to pull on the yoke was in his mind. Thanks for all you do Dan and keep up the great work brother.
Switched tanks and the engine started running again. Switched back…
Nice job finding an open spot!
Good on you sir for drawing attention to the inadequacies of the FAA. Keep it up Dan, you're saving lives.
GOOD JOB DAN ! GREAT JOB JOE !!. And Three lessons learned. 1 If you fix it don't touch it just land. 2 Joe you almost bit a the bait "I can save the plane" 3 retract the gear and belly it in because it's not your plane anymore!. Thanks Dan and Thanks Joe and Debbie for letting us share in your story. You have payed it forward and helped someone in the future.
Thank you for the video gentlemen and ma’am. Glad you all walked away. My late Grandad walked away from his crash years ago.
I want to express how important the very last seconds were. Dan has emphasized keeping the gear retracted for an emergency landing on a field or road. I always expected that in a field, friction would stop the plane pretty quickly no matter what. I was wrong and never saw why until the end of this video. That airplane rolled until it got to some dip in the terrain, I guess the nose wheel rolled into it, which is when the more potentially injurious crash actually occurred. Now I get it! Stay with this video til the last second. I hope this one stays up. I looked through the comments briefly before writing this and couldn't find anyone saying the same thing, so I wrote it myself and will add the stipulation that I'm not a pilot.
Every now and then life gives you a victory. In my own small way I will be helping you celebrate it!
Dan, you are definitely saving lives with your channel. I’m not a pilot but I love your approach. You say you only want a dollar or two but you can’t stop me from giving more!
Joe, excellent job flying your airplane. This was a great safety lesson.
Saving lives ❤One video at a time 🙏🏼🙏🏼👍🏼🥰
You did great getting the EMERGENCY AD, thank you.
I am doing everything I can to avoid getting on your show.
The crash video is painful but great job not killing anyone on the ground.
Im watching you.
Beautiful story, good job everybody :)
Leave gear up? Leave Gear Down?? There are two schools of thought on this! When I got my complex check out 40 yrs ago, there was the practice of putting the gear down BECAUSE the gear can help absorb a LOT of the impact! So that concept bares merit! If you're going down in a RUGGED area, it would be beneficial to leave the gear down rather than the fuselage "with the occupants" absorb the DIRECT impact! If it's a wide open grassy field, who's to say there are not some 12 inch tree stumps laying in wait? The fuselage sliding across the ground making direct impact with a large stump or rock or berm would be catastrophic in terms of the fuselage and cabin absorbing the impact directly. Letting the gear absorb and deflect the impact could be beneficial! Yet if the gear catch and flip over on it's back may be worse than skidding in on the belly? I would think this over and consider the off airport decision be based on the topography as to weather you leave the gear up or down. What are your thoughts on this? This guy put his gear DOWN, he also mentioned hitting the berm which was quite violent from the pilots description, IF he had hit the same berm with the gear UP, the injuries would have been a lot more serious I believe! His gear absorbed a lot of the impact, but the fuselage and cabin would have absorbed much more direct impact if the gear would have been up! So I believe he was better off with his gear down! Like you said, it's the insurance companies plane either way! But I believe this hard core idea to leave the gear up should not be a firm rule, it depends on where you are being forced to land that would determine your decision! One other thought is if the gear are down, you still have "SOME" brake authority to guide you left or right to avoid last minute obstacles rather than the fuselage sliding along the ground and you along for the ride. OK, so let's get your thoughts on this and have a fair discussion because different situations require all options!
Dr. Dan you saved another life, congratulations !!🙏
So far I am still not a pilot, but I keep thinking I’ll get my chance. I really appreciate your work and learning how to not kill my self flying.
Zero fatalities! That MUST be the goal. Thanks for all the hard work on this. #homerun
Joe, you are an excellent pilot and did a great job landing that plane!
Thank's Dan for your live-saving-content on your channel! 👌
Dan I really appreciate you getting the word out and praise God for the walking away from this accident
GEAR UP, on engine failure, right after switching tanks, and fuel pump. Just like pulling the prop to low RPM, it extends the glide. We learn the importance of "clean up" for energy management on single engine ops in twins, but it is seldom discussed relating to single engine ops. This may be due to the "old days" of engine driven hydraulic pumps being needed to operate the gear. A drag demo is indicated for early training in complex aircraft. Nice job, Joe!
Dan please expound on why Transport Canada published this Beaver DHC-3 AD in 2018, but it appears that the FAA sat on it for 4 years.
Truly amazing story. Great job Joe! Dan your video's are saving lives and making a true difference in the aviation community. Keep up the great work OM. 73
Tks fer QSO
Great job to that gentleman flying that bird all the way to the scene of the crash. DMMS = Vs1 X 1.4 (close to Best Glide at max gross weight). Thankful for what you do Dan! Huge fan!
More than 200 pounds?
Priceless video. Joe’s a hero for going on record and for his airmanship.
Engine failure was common back in day and pilots put them down in fields or whatever all the time. My instructor used to kill the engine all the time and let me choose where to put it down. He didn't add power until we were about 20 feet above the ground. He also made me land without power all the time so that I knew how far the plane would glide. He was a WWII vet and an old airline pilot. Miss those guys.
Dan has pounded out the concept of NOSE DOWN and it bore the fruit of life. So cool. Thanks Dan!
Dan, as a kid I taught myself to fly RC airplanes, the older heavier ones that were much more difficult to fly. After crashing and rebuilding for years, I learned how to crash and crash well. Calmness, airspeed, identify landing area as soon as possible, and use all that glider experience I had from my first years. I even had to land inverted once when my engine quit while doing a low inverted pass. The result was very good, and I kept it in one piece. Years later, all of that is still stuck in my mind and I see every surface as a possible landing area, with the intention of making the best touchdown on anything, as though I was landing on a smooth surface. Thank you so very much Dan, for bringing so much attention to these life-saving procedures.
"The DMMS was something to cling on to."
Thank you, Dan, for helping Joe save his and Debbie's lives.
I think of my DMMS each and every time I start my plane.
Just a great story.Well done.
Good job on effectively kicking FAA arse regards the Beaver pitch control corrosion safety issues, this shows your research on this issue was worth it, Dan Gryder saving more lives through sharing knowledge
Dan, You simply couldn’t get a better reason to keep putting your messages out there like dmms and the many other lifesaving lessons you have unselfishly given all of us on uTube. Thank you for not only saving these two lives but the many more lives in the future. Let all of the hater’s out there try to
Turn around the in their face fact that right here “today” Is yet another sweet loving wife who is still able to set out a dinner plate and silverware for her loving husband along with his dear friend, instead of writing his obituary 😢
Thank you Dan !!!
DMMS! as a 50 minute solo glider pilot (in Australia 50 years ago) we learnt the pre-landing checklist FUST (Flaps, Undercarriage, Speed (safe manoeuvring) and Trim (for that speed). Walked away from several 'engine out' landings.
This is why I never switch tanks on approach. Great video. Awesome job pilot getting that plane to that field!
What a great outcome for Joe and Debbie!
Retired pilot now, but if I am ever on the controls again, I have your DMMS formula seared into my brain, and will use it to stay alive. 👍 You're the man Dan!
This is priceless. Your efforts are definitely paying off, Dan. Keep educating people and I'm sure more lives will be saved.
So cool to hear this story first hand! Glad you made the impression on his mind to retain DMMS. You are so very appreciated, Dan!!