Dan's Loss of Thrust on Takeoff (LOTOT). Ride Along on This!
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- Опубліковано 13 жов 2024
- Engine failure? LOTOT? First in a DTSB ride along single engine series!
Did you know that since the year 2000, NTSB has done a full investigation on more than 31,000
General Aviation crashes? Of those 31,000, more than 80% occurred under Day VFR conditions!
Of those 31,000 crashes, only 60 recommendations! Of those 60, most were related to turbine, jet, or helicopter crashes, NOT GENERAL AVIATION!
The GA accidents consume most of the NTSB time and budget, but gets the least help in order to prevent a future occurrence of the same accident. They are spinning their wheels for nothing.
I am beginning to think that they just don't want it fixed. Our senseless crashes are job security for them!
Our main problem today remains as a lack basic Airmanship and Aircraft Control.
See eye opening data in the opening of this video.
Ride along on these Day VFR single engine video series as we explore each AQP scenario with in flight footage and explanation.
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I don't like _this_ demonstration of personal discussion/communication. Use it when necessary, if there's an important question, if you don't know where someone is, if there's a problem, a conflict. Making the entire flight a discussion is, I think, going to (for lack of a better term) going to make pilots cringe. At 15:26 you say "I'm gonna ask him a question," then ask a Cherokee _midfield downwind_ whether he minds if you go ahead of him, without using your call sign. He's midfield downwind, and responds with the obvious, "you have plenty of time sir!" At 19:02 you say "now watch this, so how you guys doing today?" Did you notice the two long, awkward moments of silence that followed that question, and the next? The second question had already been answered at 16:58, when he said he'd be touch & go. Besides, whether he's touch & go doesn't matter to you, you're a full stop! This wasn't communication, this was more like confusion.
Good post! I will address your comments here. One of the huge take away's from this video that I am trying to ILLUSTRATE is that "communication" is a two way street. An "announcement" is not. I do not recommend that people say enter into mindless chat. I had to find a way (or ways) to illustrate by example that something so simple as "How you doing today?" did in fact evoke a verbal response. The delay was due to the fact that the guy was instructing and he was (properly) prioritizing on minding the store and saved an answer for when he could get to it. My point is that my transmission ended with a question mark and I specifically caused his hand to reach for the PTT. This is exactly what did "NOT" happen at Reno. Each guy made position reports but there was never any conversation. Zero questions asked, zero negotiation.
When I asked the guy if he was full stop or not, I still had not decided if I was. When he answered me I knew I had the content I needed in the bag and at that point I then knew I was about to be a full stop.
The point of this video is not to encourage people to enter in to conversation on the radio, but to make it very clear that:
1) It is your job to be aware of the other planes and their positions.
2) Mindless position reports don't "necessarily" keep you safe.
3) Asking a question of another airplane causes a response.
4) There is nothing illegal about working things out with the other guy.
As you can see from the intro to this video, more than 31,000 GA accidents since 1/1/2000 and more than 80% are DAY VFR. Mid air collisions are on the rise because our new young CFI's are teaching heads down, stare at an iPad, and make position reports. I cars, it is illegal to be using an electronic device (phone or iPad) while in motion. In planes, it is almost illegal not to. We have morphed into an extreme left electronic culture of heads down and not talking. This video shows an extreme right culture of no heads down and lots of talking. Somewhere in the middle is probably where you should be.
Your points are well taken but remember, I am a musician, not a magician. I am not a skilled videographer or illustrator. I made this video with two go-pro's and my kids Cherokee 140. There were ZERO ads in it and you get to watch it for free. Is it perfect? Absolutely Not. Does it give me feedback to make the next one better? Absolutely! Thank you again.
It’s easy to keyboard nit pick. Specific wording etc is not the purpose was to communicate regardless of how you do it as long as both pilots understand. Many pilots are scare of the radio and just report positions. This is an uncontrolled field and phraseology is not important, the point is to do it. It’s invaluable and if you haven’t found this out you will eventually.
In the airlines we call it challenge and response. An announcement is a challenge with out a response . Excellent teaching video! I'm thinking of doing one in my TwinCo@@ProbableCause-DanGryder
Cmon!
You’re a pilot and I’m not, so I’ll give your opinion great weight. But I can also find things you said to be wrong, all you need to do is watch the hundreds of crash scenarios I have watched, where experienced professional pilots all missed the things you assumed should be known. Also, Dan is an experienced pilot also, former airline pilot, so he’s probably not talking as much to you, as he is the brand new fliers out there. Are you 100% sure a guy on his second solo flight knows everything you just said 100%. He’ll, I’ve seen airline pilots with 15,000 not know that stuff, at least once, on the flight they died on. I have lived my whole life next to Bowman Field on Louisville KY, the oldest airport in America. And yes, there are plenty of pilots like you, who assume, have a certain amount of arrogance, that quite honestly I’ve seen in pilots my whole life. But it doesn’t make you necessarily correct. But I doubt my words will make a difference to you, because, like I’ve said, I’ve been around pilots my whole life, so my experience tells me so. Hopefully Dan reaches those who will listen though. I did hear that other pilot communicate more after Dan spoke, maybe he took Dan as a novice like you are implying, which is a good thing in the air. Pilots certainly never lack confidence, so maybe that perked him up a bit.
Dan - one of the videos you made saved my life. While taking off from runway 18 at KSPG, flying a 172 and the seat disengaged and I slid all the way back on take-off. As I rapidly slid back, the plane leaped into the air under the rotation speed and veered hard left since my feet couldn't reach the pedals. Immediate stall horn and no longer over the runway. As directed in one of your videos, I shoved the stick forward when I heard the horn and I was able to stay in ground effect until the speed came up. After climbing I got my chair forward and it still wouldn't lock in place. I was able to wedge my knees to keep the seat from sliding back and landed safely. Thank you for all you do Dan. I hope more people donate to this cause because I'm 100% sure it will save others too.
This happened to me with an instructor and my instructor took flight controls. Far too many stall spin accidents must be blamed on things without validating seat slide safety. I flew with a vice grips for a few weeks locked on my seat rail behind my seat, and finally a large pin through the seat rail and then a certified seat lock eventually. Seat position and security should be on every checklist including safety devices if your airplane is susceptible to seat slide failure. These incidents are never reported or tracked, as it turns out, unless it’s at the scene of the crash.
My first job was flying a Cessna 185 in 1977.
The first thing I did was drill a hole in the seat rail to slid a pin in once I had pulled the seat forward to stop it from sliding back. Cessna's have always had this problem.
And then I read about your experience. Seems that knowledge (or lack of awareness) gets lost from generation to generation.
@@robinmccarthy9435 I 100% agree that this loss of knowledge is a problem but I wonder how do we encourage non-written knowledge transfer for the next generation of pilots.
@@Irjdunn1 SAF-T-STOP $76 online FAA approved seat stops for Cessnas. Sounds like cheap insurance never have a seat fly back on you. Kind of reminds me of how many are flying around with lap belts only.
I'm a 130 hrs pilot. This video may not seem so special to some, but it's pure gold to me. Little details matter. Thanks a ton!
I flew a lot of hours without getting my license but I love watching all these informative videos. You’re right for any pilot they’re gold
I'm a 0 hrs pilot and I made sure I watched because I thought you might take it down before I come back around here again. Thanks for leaving these up. I wish they all were but I understand.
Hi Dan, thanks for your tireless work to keep the GA and student pilot community safe. Kind regards from Scotland.
I haven't flown in years, but your list to check that the "seat is locked" brought back a really bad memory! With very few hours and shortly after take off in a tail dragger, my seat suddenly slid back ... with me hanging on to the wheel ... nose went really high and I only had inches worth of space to push the wheel slightly forward. With adrenaline rushing I managed to get the nose down and live. But until then & even after, no one ever told me that should be on my check list. Thanks Dan for all you're doing.
That is one think I, myself do not check….I fly all the way back. I make everyone else check it. My flight instructor had it happen to her on one of my first lessons in a 150, she was short so she went far back. She had me climb to traffic pattern altitude then nose over so she could slide up.
Takeoff trim IS NECESSARY. At least you could let go and nose would go to Vy climb speed. 🙄🙄
For us weekend warrior vfr pilots, that was an awesome, not to mention FREE, refresher on procedures, thank you!
Thank GOD it is a refresher👍👍
Many of the pilots/instructors since 1980 are ignorant beyond belief.
Watching Dan and Dylan go through their checklists reminds me why we will never have flying cars.
There are drivers who haven't even compiled "memory items" for approaching a red traffic light.
My wife swears she will fly a car in her lifetime. Last time she said that, my two kids (who have some stick time in a plane) cringed and laughed nervously. The poor girl gets lost leaving hotel rooms, and often has to rush back inside because she forgot something while running to the car. I told her the day she starts flying cars is the day I move into an abandoned mine, under an impenetrable rock formation.
Anyone who believes that humans will fly cars knows nothing about congested air space management. It is beyond the capabilities of even the most capable pilots.
Flying cars is a stretch. All we need is a network of ubiquitous lightweight drones and innovative standards to accommodate them, such as launch and recovery from tall buildings.
@@FamilyManMoving No, your wife may fly in the flying car, but she’s not gonna be flying it.
I personally hope that she does. Hope I do as well. I’ve been working on that problem…
I've tried Dan's techniques of discussing what everyone is doing rather than just announcing. It works! I still make all my position reports too (like when I take the runway!), to help with others' mental maps of where I am. But I no longer just assume what everyone will do when there is a conflict, I discuss it. Like the long final vs the extended downwind situation. I've been on both sides of it and discussed what each of us will do rather than just continuing and hoping for the best. Frequently I'm the one yielding and I always get a 'thank you' on freq. Try it!
@@JavierBrent I probably could've said it better, but I meant a long final. If I'm on a downwind about to turn base and there's someone coming straight in and there's a potential conflict, I will talk with them and let them know I'm extending my downwind to yield to them. On the flip side, if I'm doing a straight-in for an instrument approach and there's traffic in the pattern, I will occasionally break off my approach and join the pattern if that's the safest thing to do. (given the weather, how busy the pattern is, etc).
This is incredibly valuable. Looking forward to every episode of the AQP in flight series. If only we could get every over-confident pilot to take this seriously. Thanks, Dan.
You are a hands on aviation safety example sir.
Thank you for your service to General Aviation.👍👍👍
Soooo old school and so cool!
Dan, this may be my favorite video of yours. Its great to go back to and hammer the basics. Thanks for sharing your knowledge and experience.
Hey Dan. Thanks for all you do. I am a high time GA Pilot but I really do appreciate these refresher courses. I’m also a monthly contributor. Keep it up.
Great stuff Dan. I found your videos as a student, and now as a fresh low-hour private pilot I watch your videos regularly. Thanks for your efforts to try to make GA flying safer.
Just added $20 to the DTSB fund. Looking forward to the next installment in the series.
Really great stuff, Dan! So appreciate your taking the time to share these experiences and knowledge with the community.
Loved this one of many Dan...outstanding.....I am so glad you are pushing "talking" to the other pilots in and above the airport space!!!
I had LOTOT happen to me about a year ago on a hot day in Houston at 150 ft agl. It really surprises you even when you brief this before every takeoff as we routinely do in the motorglider. It has to be reflexive if there is loss of power anywhere to lower the nose immediately before doing anything else. We survived as did the plane but I stopped at the last few feet of runway. Look forward to your other scenarios.
Like your clear base talk-through even before starting the engine, full clear mindset...of what you might have to do.
I am not a pilot and have only been on a private plane a few time while living in AK but I watch your video’s every time you put out a new one. You perform a great service to the private aviation community and I hope everyone watches, appreciates your efforts and learns. You save lives.
No nonsense, no fluff flight instruction from an experienced professional.
I'm not completely up to speed on AQP because I'm not a pilot but, it's clear, you know exactly how to proceed and to precisely teach this procedure to new pilots. Thanks for your professionalism Dan Gryder. I've been a big fan for a couple years. Keep up the good work.
Dan, what a great, useful video! I'm curious-since we've seen a few accidents related to seat unlatching, is that typically a part of the checklist? Again, thanks for your incredible contributions to safety!
Love this detailed instruction/demonstration. Thanks for taking feedback from viewers bc I know I’ve seen comments requesting you to do this- I don’t fly, but find it very interesting. And appreciate what you do to try and keep the skies, and ground, a safer, informed and more considerate environment. Great job. Not sure why more channels don’t ever do this stuff.
Police find out egos get in the way of solving cases, and it appears egos *also* get in the way while flying… Which is selfish, sad, and pathetic. We can do better, why wouldn’t we want to?
"Defense mechanisms" is why. Leads to militant ignorance, which can be and often is, self destructive.
That was fantastic Dan. It was great seeing everything you’ve preached put into action. Especially instructive to hear your communication with the other pilots. Thank you.
Dan's safety awareness is 100% non negotiable. I wish everyone had his focus and knowledge of aviation
This was a great lesson, Dan! Thanks for all you do.
Excellent AQP tutorial demonstration flight, Dan!
Dan, the only thing I would suggest is once you clear the active runway, it’s a courtesy to announce to the other pilots that you ARE CLEAR of the active runway as you taxied off. 😊
@DanGryder1 What surprise?
I owned a Cherokee exactly like the one in this video and flew into Speedway as well as other airports in the area for years. Great video and good lesson. Airspeed, airspeed, airspeed. Anything will fly if it has enough velocity!
Good information, Dan. Thanks for all you do!
Thanks Dan! Great video! Brings back memories of my training in a 140 with the ball throttle and optional toe brakes.
Very very good Dan.
CFI’s are not teaching DMMS or VRef airspeeds and that is a huge problem.
Dan is a top notch pilot.
Sterile cockpit, no phones , no I pad , Aviate , navigate , communicate.
Perfect
Hi Dan, This type of operation procedure and AQP can and should be applied to almost anything we do in our everyday lives. Things happen, whether you are, for example, operating any machinery, vehicle, maritime operations, or even hiking, AQP will give you a better chance. Thanks for opening our eyes. Cheers, Chris from Australia
Thanks for another great video Dan. You’ve demonstrated several key points that I hope everyone watching will adopt as their SOP.
Love it Dan!! I am grateful for all of your work at helping us keep ourselves (and others) safer!!
Loved flying with you. Thanks
Great teaching video, Dan, thank you. May I make a suggestion? You, and many other pilots have a lot of "sybillant S's" in your radio transmissions. As an old radio announcer and Ham Radio Operator, you should be talking "over" your microphone, as opposed to talking "into" it. Try moving your mike down and inch or so. I think this will improve the clarity of your transmissions and make you more understandable. My two cents worth...😊
Dan, this video is a great example of traffic pattern disaster reduction and confusion reduction. I will give a great example. About 2weeks ago I was heading into M54 from another airport. My ADS-B traffic screen showed an aircraft above and behind by 400 feet and about a mile or less. He was slightly faster than I. I'm in a high wing an able to turn and see him. He's in a low wing and can't see over the nose to see me. I got his tail number and started telling him my intentions and asking him his intentions. Had I kept quiet and just made position reports he may not have heard me or we could have stepped on each other making a turn for the downwind. I told him I'd teardrop to th 45 and he could crossover the top and make the downwind turn. I read someone else's comment criticizing you for the chatter. My example is the reason Dan made this video and I'm glad Dan is stirring the pot to get complacent veteran pilots to keep both eyes open. I find myself making the complacency. mistake at times by not looking out of the window sometimes. Good reminder Dan. Thanks for these vids.
WOW what a great lesson on flying safely...Thank you Dan....
Just all basic common sense really, but forgetting the basics is all to easy when distracted by electronic devices. I see this every single day when people are driving cars, and even pedestrians walking on the pavement. Just be 100% focused on where and how you are driving, walking or flying and you will be living to a ripe old age, just like Dan.
Many thanks Dan, this is going to a valuble resource for pilots old and new to watch and learn by.
David in the UK.
Great stuff. Where are the shoulder harnesses though?
Gotta love the hershy bar. Thanks for bringing us along.
Thanks, Dan, really like Your 'Straight Talk' to Flying Safety. Reminds Me of My first primary Instructor Pilot way back when I was a 14 year old 'Airport Kid' at 'SFQ.' He was an ole Naval Aviator, kinda 'Gruff,' might step on Your toes occasionally but it was only because You needed it and He needed Your attention! I'll never forget Him as I'm sure those that have been Blessed to have flown with You Shall never forget You! Thanks again for all You do!
ATP CE550 CL601 R/W
Thank you for your note!
Dan…checklist, not work list! Very good flying technique. Outstanding.
Quick questions here and I'm asking honestly, not try to be "smart." - I took lessons in 1990 - many moons ago - and I thought I remembered calling "clear the active" after taxiing off the runway. Is that not done anymore? Also - I flew a C-172 and thought I remember my instructor telling me to remove the flaps once I touch down, so that I wasn't creating any needless lift / have a gust make me light on my wheels. Do I remember that correctly?
Thank you Dan for your demonstration. I love your videos and sincerely appreciate what you are trying to accomplish here. Save Lives! I had a twin fly right beneath me when I was on final - on my very first solo! Scarred the heck out of me! I remembered him calling "outer marker" but nothing after. If I had 'engaged' the twin (asked for his position) prior to turning base, I would have simply extended my downwind. I truly believe what Dan is saying about what is happening at uncontrolled airports. If I had been more proactive - I could have avoided that fear in my future solos. Thank God for looking out for both of us that day! :)
Thanks Dan! Always good for me to refresh my knowledge by watching your videos.
Thank you Dan. A good old fation flying lesson. Takes me way back to my $5.00 first demo flight in 1966. The old VASI lights "White white, alright" "Cherries on the Ice crean (red over white) ummm good" and "Red red, your dead" well, could be. Maybe I've forgotten, but aside from the hand and parking brake I could have sworn we hade toe brakes at least on the left side. Oh well, it was a long time ago. As a former airplane owner myself, I never taxied with flaps down because I discovered sand and rock pitting from prop wash on the bottom side of the flaps. In fact I don't remember using flaps except for short or soft field take offs. Now my Cardinal recomended 10' for takeoff and because of the natural angle of incidence and the flap setting it pretty much climbed out flat, so never a scary seat slide back which Cessna always had a rep for. Anyway Dan, a great flying lesson and you are doing a great job instilling safety in GA. The flying community never has enough safety lessons, the numbers don't lie, Thanks again.
Dan, it does my heart good to know that someone out there is doggedly working to PROMOTE problem solving by way of preparation rather than simply reaction. The GA community has a friend & a teacher in Dan Gryder. It’s difficult for me to even think of the FAA or NTSB as anything more than vaguely interested parties when it comes to actual flight safety. I wish that were different… but it is what it is.
Much respect, Dan. 🫡
Loved the free lesson with all the detail and instructions.
Really appreciated Dan, thank you so much for everything, sir!
Outstanding review, Dan...thank you!
Nice job of muti-tasking to provide help to others AND A GREAT JOB OF DOING IT.
Great video Dan!!! Looking forward to the rest of this series. Pattern communication saved my butt a couple times. “Can you see me sir? Because I cannot see you” was a high/low wing close one. Thanks again.
Great to see you Dan! Very helpful info too! I would love to see more videos like these.
Another great Video, Dan.
FYI I’ve been hit by a scammer posing as you via Telegram. Maybe pass it on, if you are aware of this scam type. Thanks for everything you are doing, Dan.
Dan, overall, very good procedures and technique, but as you know, we can all use improvements and we invite constructive criticism as aviators. Your radio tactic of promoting 2 way comms is effective. However, especially at non towered ops, it's the nordo traffic that is your nemesis. You spent exactly .25 seconds clearing final before you took the runway. You knew of the traffic that was talking, but remember, radio is not required. The traffic you don't see or hear is the traffic that will kill you. You need to spend at least 2 or 3 seconds scanning for ALL POSSIBLE traffic. The most critical phase is base to final. Downwind to base as well. You need to spend a few seconds scanning for final traffic before turning final. IMO , you are relying too much on the idea that ALL traffic is talking. Radio is not required or compulsory. Nordo traffic is going to get you if you don't slow your scan and really clear the area. Some people won't talk. The two killed at the races, did not scan. Lots of good stuff here in this video, but you need to emphasize scanning at the critical areas. Don't rely too much on audio, scan scan scan.
Outstanding, I don't care what anybody says, communication is everything thanks Dan.
Dan, I don’t see a shoulder harness… I sure would get one ASAP if not.
Great work Dan… Excellent flight safety video
Thamks Dan, it's all about staying ahead of the aircraft and being prepared.....
Very nice demonstration of both air sense and situational awareness during the flight while exhibiting the appropriate level of by the book adherence to proper procedures including use of the checklist, radio communications, and above all thinking ahead of what to do in the event of inflight emergency. Well done!
Outstanding job Dan!
Brother Dan, I agree with the others. This content is gold! I am a Peivate pilot with 190hrs and both of my sons are low time pilots. We watch your vids religiously. I was never taught this approach to flying. To me it makes perfect sense. I support you! Please keep the AQP videos coming!!
Thank you!
Hi Dan, your follower and supporter here ( 25yrs PPL UK -Retired without any accidents or infringements ).You are still doing a Great Job.
One thing you might like to consider is taking that fluorescent string off the ignition keys. I know PPL's like to do this so they don't take the keys home instead of leaving them with the aircraft or at the airport office. But if you encounter turbulence in flight or have to reach rearward to attend to a sick passenger ( as i had to do ) the string could get tangled in your knees or yolk and this could switch off the mags.
Cheers and Blue Skies
Alan Mo
Dan, your videos make me thankful to be alive as I cringe, remembering how casual I and my partners were flying our Tri-Pacer back in the mid sixties!
Dan get some shoulder harnesses in that thing. You've drilled that into us over the years.
Thank you Dan
Fantastic job this day...with your flight....
Awesome video. Very helpful. I love seeing the example of doing everything right.
Just as you rotate seat slides back and you have the control in both hands, that's scary as hell.😮
I remember you said you were looking into putting shoulder belts in that plane, is that still in the plans?
Yes, the STC kit was provided by ALPHA AVIATION and installed. The actual belts are on back order and due in any day now.
Thanks!
Good job Dan! Brings back great memories!
Thank you Dan I’m still a student and I own a 1965 piper Cherokee 140 looking forward to the rest of your lessons😊
Nice one Dan. Greetings from the UK👍🏻🇬🇧😎
great video Dan thanks. I can't fly or drive now because I live with motor neurone disease, but back in the day these videos would undoubtedly have improved both because they make me think about what I am doing and why. I can't pay for the videos but I can support and encourage you and so that's what my comments are about. If anyone is thinking about posting something nasty here, don't be an unpleasant human being. Dan is making people fly better and safer and if you cannot see that it does not say very much for you as a person, so stop with the insults to this good man. Love from Rick (Dr Rick Nelms)
Great video. I've been flying GA light planes for a couple decades now and every so often the discussion of "anyone else in the area please advise" calls comes up. I guess I've never really understood why people were so against this type of call. This is essentially what you were doing in this video but using different phraseology. It was as if this type of call was "uncool" or not pilot-like. There are plenty of reasons that one might miss a position report while approaching an uncontrolled airport and trying to get the big picture before it's too late is really important. Don't get me started on those who still insist on flying around without even a handheld! Save that for your own private airfield. Thanks for all you do Dan.
Hey Dan
I love what you’re doing for all of us.
I feel your use of checklists was really important. You attention to head outside is just so important.
I really like your suggestions about talking and getting talked to, it never occurred to me.
Just an observation from a friend. I would have welcomed a bound checklist, especially world started to head in a bad direction.
Thanks for all your great work.
Got my ppl in a Cherokee archer 160, almost identical, less than 2 yrs ago, haven't flown since then but will get back i to it soon, great reshreser thanks dan
Another great video, however a few things I noticed:
1) no shoulder harness - I just don’t get it. You talked about that in one of your videos at length!! ???
2) I would keep the phone somewhere on the body - in case of emergency/crash you can call for help. If it’s in the backseat, it will get thrown around and won’t be within reach.
3) No briefing of action for engine trouble before and after takeoff with sufficient runway (I agree it’s not that big of a problem but that’s what I was taught and would make this very particular list complete).
4) No „official“ call for taxiing on the active runway and take off. You just asked the other guy.
Thanks for showing us you are a better pilot then singer! All kidding aside, great training video AND keep the music coming!
This is fantastic! The answers to questions is also very valuable and very professionally done. We are all learning all the time. The point is well taken. Talk to each other, heads up, head on a swivel, situational awareness. Looking forward to your next videos.
One question, I was taught to also bring power to idle after run up make sure it does not quit. On carbureted engines also turn the heat ON when engine is idle and make sure all is well. Thoughts?
Dan, excellent demonstration. Keep up the good work.
Listen to Dan and live. Thank you for you good work Dan.
🔔😎🇺🇸
50+ yr CP here.
Ive flown with many pilots, some with 5-12,000 hrs that were complacently incompetent at best, actually incompetent at worst.... is there a difference?
Had 10,000 hr pilots scare the shit out of me going IFR takeoffs. Never flew with them again. Arrogance wont change.
Thank you Dan for what you do.👍👍😎🇺🇸 gastons
Dan, something I noticed, no one called "Cleared 06" when they/you exited the runway.
Good series, there are a number of things on your checklist that were never on any of mine or others when they clearly should have been, cheers.
ATPL-RW, IFR, CFI. CPL-FW, multi, land, sea. Semi-retired at 72 years old, 8,000hrs+.
Always report and clear yourself of the runway or the active other than that you did pretty good.
I didn't hear a "runway vacated" call from you when you were off the runway, post touchdown. The following traffic might have been reassured by this ?
Good content, though....thanks.
I like to announce my location and intentions when entering each phase including clearing the runway and taxi. Like that checklist. AQP all phases from push out to push in. More than a few have had surprises on engine start. One pilot killed by prop strike due to faulty ignition switch and hot prop as he did pre flight.
Thank you for these lessons, Dan!
Did you ever get the shoulder belts installed? I seem to recall you prioritizing that!
Yes we did the STC from Alpha Aviation, the belts are on backorder and due in any day. Thanks!
Another great safety video! I can't believe you stole Dylan's bird! 😮
I just passed this video along to a Dr. who is currently a student pilot. Many thanks.
A trip down memories lane, I flew a pair of PA-22s for 7 years and appart from the DMSS and the blipping to turn the runway lights on i(don't have that in the UK) was all the same. We did however fly to certain speeds. No electric gizmos. Thanks Dan.
Thank you this is so important to make sure we communicate two way and not just declare our position
Absolutely the greatest possible flight-thru for me before going back to practice after quite a break. Big thanks, keep up this great mentoring work.
I was taught by an instructor recently to leave the transponder on ALT the whole time because that way if somebody starts taxiing out, they will get a conflict message and I will get the same if traffic is within my proximity. Back in the day before ADS-B we used to turn the transponder to standby after landing.
Curious why I didn't hear you announce you were cleared off of runway six after you cleared the runway, did I miss something?
Always good to listern to you Dan, thankyou..
Superb demonstration!
Just a question and I may have missed it, but I did not hear you announce take off? or any other spots. I am trained to call when turning, x wind, downwind, base and final when I am beginning the turn because my aircraft is most visible while turning!
Dan you asked the pilot on downwind if you could go before him and he said to go ahead but you didn’t make any announcement call that you were taking to active runway. Is a call still necessary in that situation? Should all call always be made to take the runway? Thanks
At 16:00 why doesn't Dan key the mike and say "Cherokee on the roll/takeoff Runway 6 ...." ? He had not spoken with the 2nd aircraft on a long final for maybe 20 seconds, yes he did confirm by visual.