Fatal Loss of Control plane crash? Every 4 days! Airliner differences + GA’s 4 big Failures
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- Опубликовано: 19 сен 2019
- Why Airline Pilots do not make the same fatal mistakes we do!
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HUGE thanks to Dan for working with me on this, and the aircraft from Kent!
Kent Gorton
www.bold-warrior.com
Dan Gryder
www.TheAviatorNetwork.com
Here is some more context from Dan:
To me, a Fatal General Aviation accident every four days is just way too much. Especially when you consider that a bulk of these fatal losses always come from the same four scenarios.
It seems like we just never learn from the previous fatal accident. In this video, we combine my 16,000 hours and almost 40 years as a CFI. my airline experience, with Flightchops’ film making/editing skills to create this content that clearly illustrates each of the four areas, but also offers these four easy solutions;
We steal the tools, techniques, and methods from our big brother, the airliners, and we fly through each one, showing clearly what th4e problem is and how to mitigate it..
Here are the four areas:
LOTOT? Be ready and expecting it, modify your before takeoff checklist and be conditioned to respond instantly. Practice often in advance.
Inadvertent IMC? Or IMC departure Practice prioritizing after takeoff. Fly the plane first, work on checklist next, and respond to ATC third. During the first 1000 feet get on those gauges and FLY!
Bad Go-Around? Be ready for the Go around and rehearse the steps. Don’t let that nose come up when you add power. You fly that plane, dont let that plane fly you! Retract flaps slowly and only when its time to start flap retraction!
Traffic pattern stall/spins? Define your own DMMS speed and self placard it on your own airspeed indicator. Flying all Four Fatal plane crash phases. Airliners methods are GA's problems: 1 every 4 days!
Vs1 x 1.404 becomes a)best glide b) safe climb speed) c) safe DMMS in the pattern. Learn to define and honor the 1.3 buffer at all times. Define it, placard it, honor it. It is what the airlines do every day. Do you think they memorize all those speeds No, they are clearly defined and placarded for them at all times.
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FLIGHT CHOPS DISCLAIMER:
I am a "weekend warrior" private pilot, I fly for fun with no intentions of going commercial. I have had my PPL for over 15 years, but still consider each flight a learning experience - I generally take detailed notes after each flight to remind myself what went well or what I could do to improve.... Having the GoPro cameras to record flights like this is invaluable. I find these self analysis videos very helpful in my constant quest to improve, and am happy to share. Feedback is invited; however, please keep it positive.
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As a 320 driver and active CFI & II this is an amazing application of the safety culture in 121 world applied to GA. I think this video and your work may have just revolutionize GA training. Great job!
Thank you! Hundreds of comments and Steve chose to pin yours to the top. You are in a unique 121/91 arena that can recognize what we wanted to illustrate! GA "can" obtain the same safety culture afforded the big boys but for today we have to do it ourselves via awareness and open discussion. An un-addressed fatal GA loss every four days is completely absurd and I have to thank the video genius of Chops for figuring out how to tell this so well. Going forward, there is one guy in America that help us and he is my former boss at Delta, now Administrator at FAA. Steve Dickson is fighter pilot, GA guy, airline pilot, and Delta senior management that was personally responsible for building the team that built the worlds finest 121 safety culture over his career at Delta. We could not do any better than this guy at the top for getting stuff fixed. I think we will see change discussions on the table in the near future under his guidance.
PeanutFlyer “driver”
@@dangryder3763 How much of that safety culture was brought over from NWA?
@@yammmit not the first pilot to refer to themselves as a "X" driver.
The safety culture is reaching a point of complacency. There will be a spate of high profile incidents and accidents, followed by a safety renaissance.
As for the skill set, it is best to avoid a stall in the first place. A big killer of GA pilots is stall/spin incidents and it is because of panic. If your responses are correct, if you are watching your airspeed, you are on top of it. When GA pilots start approaching stall in a turn, more often than not, they panic and try to turn the plane even tighter because they are focused on maintaining the rate of turn to line up with the runway and, boom! Spin right into the ground. same for stalls and they panic and just keep pulling back.
So there is definitely an argument to focus on stall avoidance. Knowing the aircraft's flight envelope is critical.
If you are good enough to recover from a stall at low altitude, you are also good enough to avoid it in the first place.
Just 3 minutes into the video and I feel, it's possibly one of the most important you've ever done...
Ditto. Just like the GA pilots in the video, I've never heard of minimum Maneuvering speed, only maximum. Now I know the mva in my C172 is just under 70kts. Thanks FlightChops! I had no idea maneuvering at best glide (65) was dangerous. Gotta keep that speed up and nose down.
There are people who will see this that will survive because of it. Nice job, and thanks.👍
I immediately shared it with my GA and commercial colleagues... and I work primarily in the tech industry, not aviation.
Excellent video. Great concept for all GA pilots to incorporate into their routine. I will today add a Vmms marker to my ASI.
Agreed. This video needs to be MANDATORY viewing, period!
As a 787 Captain and instructor with thousands of hours in GA this is one of the best videos i have seen for GA pilots...incredibly well done..
Scarebus Driver, is a change of callsign in order? 😜 Dreamliner Driver?
Tanner White yea mate cant make ex scarebus driver work! Lol
Except the one hand on the sticks
As a 747 pilot with over 16,000 hrs. I’ve got to say this is without a doubt, the best and most valuable flight training video I’ve ever seen. A “MUST WATCH” video for ALL pilots! Thanks Dan. I’m sure you are saving countless lives every day with your insights!
Thank you!
Props to Dan, an amazing instructor.... this should be mandatory training for all pilots.
THIS VIDEO IS A MUST FOR ALL PILOTS, Mr Chops! You will save lives with this video. Thank you, thank you, thank you!
and a BIG thanks to Dan as well
This should be MANDATORY viewing for EVERY pilot, period.
Not even viewing, mandatory in training.
@Terri Fenrich Explain how the physics of a stall is any different.
@Terri Fenrich I beg to differ, FBW has nothing to do with the physics of aerodynamics. Commercial vs GA, lots of single engine aircraft generate income for their aircrew, ie C206, 208 etc. The definition of commercial flying is flying for hire or reward. There is good content here, my friend. Never stop learning, there are too many mistakes to make to learn from all of them on your own.
When you think you know it all, it's time to quit flying.
@Terri Fenrich I hope you're not a pilot and never will be, for the sake of your own safety and that of those around you.
@@vpweber Can you explain the physics of maneuvering speed to me? My plane has cable actuated surfaces. I was under the impression we slowed to maneuvering speed during turbulence but it seems we don't have to after all because it is not a maximum! /s
I am sitting here with tears in my eyes. I lost a really good friend from a crash from a engine failure. His last words were "oh god why did I pull up". After seeing this and how much more sense it makes over conventional stall training, I'm wondering how many pilots knew their training was the reason why they had lost it. Fly high Todd. I will be showing this video to every flight instructor can. I am a hour from Atlanta international. It almost makes me want to go shake this man's hand. Most would be overwhelmed if they lost 2 friends in identical crashes. He turned it into a driving force to save as many pilots as he can. Respect
Thanks, we can get dinner sometime, Id love to hear your story.
Hi Mike....I stalled a 172 turning base to final as a low hour student, my first reaction was to pull back on the stick. The Boeing 777 pilot in the right seat just smiled at me and said "push her down".....aircraft recovered and a valuable lesson came to me that day. Had I been by myself that day I might not still be here. I've lost a few pilot friends over 3 decades and it hurts. Here is to better days ahead for all of us.
Mike Smith so does pulling up after a failure put the plane into a spin?
@@davidjd123 well you're only flying Wenn you go faster than a certain speed without an engine the only way to gain speed is to push the nose down if you pull up you loose speed thus the ability to fly
@@davidjd123 if you can push or pull anything after a failure you had better thank God you survived the crash. Try and word your question a little better with more information as to what type of failure, airspeed at time of attempt to gain altitude, etc. So I can give you the best smartass reply possible. Nice try troll. Stick to Microsoft flight simulator before you ask someone who has actually been through flight school a legitimate question. BUT! Dependent on the airspeed after "recovery" from said stall, if you have enough then no spinny spin. If you're a idiot and you have already "recovered" from a stall and induce another directly after by not having enough airspeed that's called a Darwin award winner. Oh! And a spin in a Cessna would mean that you were already in a stall and gave full rudder. That about clear that up for yah?
I am a 75 year old student pilot and this is the best GA video I have seen to help me prepare for dangerous scenarios. I thank you and hope you do more of these videos.
The muscle memory item of just pushing both arms forward on a go-around is perfect. Easy to remember and ingrain.
I failed to push the nose down on a go around at a high DA airport in my Cherokee 180 a few months ago. The nose popped up, and I saw my airspeed dropping. I pushed it down to a normal climb attitude. Airspeed was still dropping. I then mentally slapped myself and pushed it down to a high DA climb attitude. Airspeed was still dropping, below Vso, and the controls felt like mush at 100AGL.
When I felt those controls go to mush, a switch flipped in my brain. It's not time to climb, it's time to survive. I shoved the yoke forward hard. The ground filled my windscreen, and it was terrifying. I chanted to myself, "Airspeed is life, Airspeed is life, Airspeed is life" and kept that nose down. I recovered at 50 AGL. It took most of the runway length to accelerate, slowly retract the flaps, and start a climb.
I still can't share this story without tears. Even though I did manage to recover, I'll heartily agree with those airline pilots that avoidance is much more important than recovery. Thank you for sharing this.
Yikes, that must have been a bit of a fright! Thanks for sharing.
Airspeed is life, altitude is life insurance.
@书中自有黄金屋 I came in at 65kts. I had about 450FPM of climb rate at Vy. The problem was that I let the nose pop up when I went full power. As a result my airspeed bled off rapidly.
@@elsieparker8802 Glad you made it out safely. And thanks for the story, although I understand it is difficult to tell.
You can learn from mistakes, from your own or from others. And in this video we are learning from mistakes others did without them having the chance to learn from it.
This is really important stuff.
Good thing you made it. But was your airplane trimmed? Usually the airplane will keep the airspeed its trimmed for no matter the power input
I’m upset at the fact that I got my private eight years ago and am learning this now. Easily the greatest aviation lesson I’ve ever had.
Your CFI fooled you.. I changed CFI's when the nerd only wanted Mild Maneuvering pilot training for me. Many USA CFI's are Mild Maneuvering CFI's only. They cannot teach in Canada or Mexico were Hard Maneuvering like Spins, Go Arounds Engine Fails and EFATO are required to be taught BEFORE SOLO.. THEY CANT TEACH THOSE 3 MANEUVERS SAFELY SO THEY BS YOU and tell you you dont need to practice those maneuvers. That is a dangerous lie..
5feetgoaround fullflapsC150 I don’t think my CFI “fooled” me. I just don’t think most CFI’s understand this. I think the FAA should make this a requirement on the written and practical.
@@akrumsheikh5468 AOPA chumpy managers say is too dangerous FOR YOU, YES YOU, to learn forced landings on take off, or go around's from flare, or forced landings in general. AOPA lobbied very heavily 20 years ago to delete those regulations from the before solo regulations (yes, all those were before solo regulations, they were deleted by lobby from AOPA). You dont even need to do forced landings according to the millenium FAR's (Only "Approaches to a landing area" is required by FAA). Those lazy coward managers are stopping progress due they cannot do those maneuvers themselves, so they want YOU to be like them lazy pigs.
They really dont want YOU to be better than them lazy hogs. Just cowards desk jockeys managers only capable of mild maneuvering and pretending to be complete pilots. They have blood in their hands from so many take off and go around accidents and forced landings accidents in USA every year due BS training they promoted instead of Complete pilot training like the USA military do..
Don't maneuver at best glide speed! Get faster first !
@@TremereTT - I do 45 degree steep turns at best glide speed. Just dont pull too much and pop 10 flaps if go under it. Bush Pilots and Crop Dusters do that every day..
I'm upset that I got my Pilots License 47 years ago and I'm just learning this now. Possibly one of the best video training lessons any pilot should see... and share !
Now that literally thousands of pilots have posted favorable comments about this video, it almost seems superfluous to add one more, but Dan, I just want to +1 and sincerely thank you for this video and all your work. I’m a CFI/CFII/MEI who’s been flying for almost 20 years. This video + “Stick and Rudder” book by the legendary Wolfgang Langewiesche are the two most influential resources every pilot should fully understand and adopt. Alas, I just discovered both this year but better late then never. Thank you!
Thanks - We are making great progress on AQP for GA! Thanks for your comment!
Thanks everyone for the sincere comments and observations. We are all in this together. While I would like to rely on the government to help us in General Aviation get better and reduce senseless fatal accidents, I feel like that may be a long and painful process. Instead, I am totally energized by the GRASS ROOTS enthusiasm shown in YOUR comments, and we are planning another shoot in the near future that will include even more great content. Without a doubt, the genius of this video belongs to my friend Chops who just has this way with capturing and editing video footage. There' your talent right there! We work well together and I truly enjoy flying these planes and helping to make content that is useful to you! It'll show up right here on the FlightChops Channel! Thanks again! Dan
Thank you Dan! Sharing the wisdom and the practice undoubtedly saves lives! More power to you! ;o)
Thank You sir for you gift to the GA community with this much needed knowledge
Dan: this is a great video, I think it should be used on every biannual, I am located in extreme NE Oklahoma, where are you instructing now? I remember a Dan Gryder in the late 80's in NWA. Terry Wood
Is this based on an understanding of global GA accidents or north America?
This is a great video, explaining and clarifying your theory and methods and the lessons to be learned are valuable.
I ask because I am learning to fly (EASA PPL) and all of this has been taught to me over the last few lessons, recognise or anticipate a stall, nose down to recover the stall with the addition of power afterwards.
The term minimum safe manoeuvring speed isn't used but all of this appears to have been drummed into me so far.
The same for engine failure after take off, nose down look for a field, identify ability to make the centre of the field, if you will make the centre or further introduce flaps to bring the landing point closer.
Hey Dan, Any way to get in touch? Looking for a CFI to help me with a unique challenge.
"No matter how much she screams at you..."
This is how you spot a great teacher one who doesn't forget about the very basic rules of flying.
Aviate
Navigate
Communicate
NPC_1138 thank you for sharing!
And an instructor who doesn't negate the lower priority but very human stress that we can so easily experience.
Drilled into my head all through my PP training.
I wake up saying “Aviate, Navigate, Communicate”
I watch this on a yearly basis to remind myself. It's so essential and easy to implement on your pre takeoff checklist.
Me too…I also read the comments as a reinforcement
This might be the most important 26 minutes of flight training I've ever witnessed. I'm going to go over this in detail and it will be a sea change in my planning and attitude towards flying. Thank you SO much for doing this.
Great job Dan thanks.
72 year old pilot with thousands of hours and I have to say this one of the best aviation safety videos I have seen. Well done to instructor and student!
This video was why I'm a Patron.
This video is worth more than any subscription costs will ever add up to.
The support is huge in so many ways Mike - I really appreciate it - Projects like this one are huge undertakings and knowing you guys are on board with me as the "majority share holder" supporting more than any other single revenue source means a lot.
I think this video made my decision to finally get the ball rolling toward getting a pilot license. No training yet but I've thought for a while before seeing this video "what if the engine dies? Memorizing the stall speed of the plane and not allowing speed to get lower than that will probably be the best chance of not dying." Seeing this concept explained and it's importance emphasized makes me think I'm at least somewhat in the right mindset. The other big thing that gives me anxiety about getting a pilots license is dealing with ATC and and me maybe F'ing something up with that.
My hat off to Dan. He took the hard loss of a friend and turned it into a learning moment that he can share with others. This video alone may save hundreds of lives as students like me watch it while we're training. Every bone in my body and instinct tells me not to pitch the airplane towards the earth when I sense danger, and it's hard to break away from that. Just watching this video made me realize I haven't done enough go arounds for it to feel natural and be in my muscle memory to pitch for airspeed before attempting to climb and bringing the flaps up.
It was me. It still haunts me. I fly the same situation thousands of times in my head.
It was 33 years ago, the Saturday of Labor Day weekend. I was getting ready to head to the airport to fly the PA-12 tow plane for the TG-2, the same sailplane that I learned to fly in and soloed when i was 15. It was an omen. I heard the mail being delivered and went to see what bills I'd have to worry about paying this paycheck. My October FLYING magazine arrived. On the cover was a panel heading to an opening in the forest. The title was " You lost your engine. What now hotshot"?
I went to the office and got the key for the Piper. Did my preflight and drained the water from the sumps due to the owner not filling the tanks after each day's towing. He lost his medical so I came full circle. I always took the plane around the patch to make sure the engine was working well before towing. The runup was normal. The takeoff short what with the 150 Lycoming in the light plane. The climb was steep as usual but will plenty of airspeed. A third of the way down the 1,800 foot grass strip, I was already 175 feet, and then the invisible instructor chopped the throttle.
I so wish that I had seen this video before that day. Oh, the instructors that I had, said to land straight ahead. We did our sudden power loss surprises at low level, but never at 175 feet with the end of the runway, power wires, a deep ditch and a swamp ahead of me.
When the engine suddenly stopped, time was wasted in disbelief and checking fuel valve and magneto switch, all things that were already covered in the checklist while safely on the ground. In the seconds wasted, the nose was not dropped and precious MINIMUM MANEUVERING SPEED was violated! I never heard of that, until this video and all of the guys who get paid to fly didn't hesitate with the answer. As speed dropped, I decided the best route was about 45 degrees to the right. Can you guess what happened next?
You can't recover from a half spin at 150 feet. I do remember what could have been my last thoughts. "Oh ****, this is going to hurt!
The plane was totaled. I noticed my knee was not where it should be. The instrument glass was broken and the ignition key was broken off. Likely accounting for the change of color of my shirt from blue to mostly red.
I didn't really learn anything from this video. You see, as I said, I have reflown that flight thousands of times. Pretty much every day for the last 33 years. I long ago taught myself to "get light in the seat" when that engine is giving less than full power. But thank you so much to creating it. Everytime I learn of an aviation crash, I'm there and feel some of the pain.
Instructors, make sure your students react instinctively. Do it on a long runway and make them get back down, safely. Students and licensed pilots. I'm here to tell you that it can happen to you. Demand such training from your instructors.
😢💖
I had an instructor that took the club's Cessna 150 and cut the power on take off at various height above the runway. If I remember correctly, 0 about 50 feet, there's really no time to react, but you can walk away. I believe from 50 to 200 feet, there will be damage. He tore the tail tiedown off the plane. But from 200 feet and higher, you have just enough time to CRAM the wheel FULL FORWARD, get the right airspeed and recover and land. I like the "light in the seat" comment - because you WILL pull negative Gs changing from full power climb at best rate or best angle to no power and glide speed. Excellent video.
As a student looking to fly warbirds, I have to say that this is a very important lesson that seems to be forgotten quite often.
Thanks for sharing Steven. Man what a story..
Wow Steve, that's sobering, as someone who might be flying tugs soon. How are you doing nowadays?
I’ve been an airline pilot for 8 years and this video was fascinating. Haven’t flown GA in a while, but the answers the airline pilots gave are so engrained into us and our training that I couldn’t imagine a different answer.
If I ever go back to GA instruction, this video will be a must watch for my students. I hope this video helps, it could save a lot of lives.
This video invites pilots to confuse Minimum Maneuvering Speed (Vmms) with Maneuvering Speed (Va). There are many great takeaways from this, but the confusion this is likely to generate is sadly among them.
I'd be concerned if my pilot was a Power Puff Girl
@@TheFleetflyer As flight instructor I agree.
If it’s that confusing, then Va should be called “maximum maneuvering speed” when it’s taught. That said, it’s not really about the “name” it’s about muscle memory.
TheFleetflyer, yeah, that crossed my mind when I watched the beginning of the video too. However, I don’t think too much harm was done. I think what Chops was trying to do was to show that the airline guys are predisposed to thinking about maneuvering speed in one way (Vmms), while GA pilots seem to only think about Va. Obviously both Vmms and Va are important numbers, but Vmms doesn’t get the focus in GA that perhaps it ought to.
As a 52 year old flight student, I learned a ton and will incorporate these lesson in to my everyday flying. Thanks Dan!
Brought tears to my eyes at the end. Dan, you are making a difference. That's the most anyone can do. Much respect.
This episode played a lot like the older ones, and turned out to be a fantastic learning experience. I'll be a CFI soon at a 141 flight school, and all my students will be learning this
TheWindigomonster sounds like you’ll be great to train with! 😎👍
Man, the ending felt so heavy. He is carrying the remorse on his shoulders of two good people he lost. I think what he is teaching now is one of the most profound skills a GA pilot must have.
Totally agree...I'm on hr # 11. Stalls terrify me. Hopefully I will lose the fear as I continue to train
@@svpatl I hope you never lose the fear. Its there for a reason.
@@JJM2222 ..never though of it that way. Point taken. Thanx for the advice!!!
He even though he taught his friend , is not and never will be responsible for what happened to him and his passengers. That being said, I believe this is a very good way to give those lost lives meaning.Very good ole man!
@@dewfree5869 two many ,is not, anna never will be responsible,is my life story,fer truck drivin even,
Props to Dan, no nonsense but with an honest sense of humor. He knows and impresses the urgency of empirical principled knowledge because EVERYTHING rides on it. He analyses, absorbs, embeds and exhorts safe, purposeful PILOTING...
Haa I bet Dan is good at firing up ATC...lol
N.t.s.b.......Dan's favorite......to poke up
I like blancolirio stuff too, and citation max1, it's all good in many ways!
I survived a power loss at 200 feet. I remember pushing HARD and being very light in the seat, but I don't remember ever looking at the airspeed. I could hear Hoover and Yeager in my head "FLY THE AIRPLANE FLY THE AIRPLANE DON'T HIT NUTHIN WITH THE POINTY END". The airplane did not survive. I was still flying when it slid to a stop (minus one wing).
Wow - thanks for sharing your story - glad you made it!
I was still 25 feet in the air when I hit a tree with the right wing, which took the wing off, and spun me about 120 degrees and stopped most of my forward energy. the plane then dropped 25 feet to the alley. I never saw the tree.
With a dead engine I definateley was only going down
@Carpet Hooligan I think he means that he was still doing his best to control the airplane right up until it stopped, which is what Hoover always preached: "with a forced landing, fly the airplane as far through the crash as possible"
@Carpet Hooligan , I think he means he was following the Bob Hoover advice of "keep flying the plane until it stops on the ground". Never give up.
You can see the regret he has on that last scene :( You're right, he couldn't have prevented what happened no matter what. But he is doing a damn fine job making sure pilots are safe from such accidents in the future. An instructor like him can definitely save a lot of lives, you made good choice spreading his word in yet another beautifully made video.
Before this whole corona virus thing happened I was slated to go up for a “discovery flight” because I know I want to start the process of getting my license. Well we all know what has recently happened so I haven’t been up yet, but I have been getting the mass emails from the school. I knew it was a good school when the head instructor sent out an email with updated checklists and a link to this video. He made it very clear how important this issue is and even offered an hour of his time at no cost to train people for this. Especially after reading some of the comments I now know how important this issue is and thank you for putting this video out to inform people of this huge problem!
@Alex Consadene - Good luck getting your licence.
I suppose you have already read kathrynsreport and have seen how many people spin out. Some of them were experienced.
I think that what's Dan's trying to get across here.
Excellent information I am 60 can’t afford pilot training for now but was always interested in aviation..
Dan was a great loss to ballet when he took up flying.
What an amazing man.
There's much more potential to save lives in aviation though!
When I learned to fly 3 yrs ago, the first instructive words from my instructor was "AIRSPEED IS KING". On many occasions my instructor would pull the power from the rear seat of the tandem aircraft. It would scare the pants off of me, but every time I would instinctively push the nose down because AIRSPEED IS KING! Steve, this is an excellent video and every new and old pilot should see it. Thanks for making it. I have sent the link to my email and SNOOZED it for next year. It's now part of my flight review program..
That's a GENIUS idea! I'm stealin' it. Thanks Gord.
Gord Rose You can stall an airplane at any speed. You can fly 200 knots and stall a plane. So, speed is only a part of the problem.
We very often forget about relative wind.
@@ATOMEK2025 I believe what Gord is referring to when he mentions "Airspeed" is in relation to Angle of Attack. On his post he mentions pushing the nose down thereby reducing Angle of Attack. He just didn't call it that.
@书中自有黄金屋 Read what Gord wrote and watch the video again. The instructor talks about unloading the wing and being light on your seat meaning lowering the nose. When you do, you increase airspeed and avoid a stall when you lose engine power. When Gord says "AIRSPEED IS KING" all he meant was when you lower the nose you gain air speed and thus maintain control. That is what the video is discussing and teaching. Having a Defined Minimum Maneuvering Speed (DMMS).
Don't forget, the subject in this video is all about power failure in flight and particularly in a steep angle of attack as well as returning or maintaining the functionality of the control surfaces.
I learned to fly RC model aircraft long before I learned to fly full size. I became CFI and Examiner (RC) and always taught my students that if their aircraft lost power on takeoff, ALWAYS, ALWAYS Push the nose down! Keep your airspeed up! The aircraft will stop flying once it passes Stall. Then look for somewhere to land.
I've been flying for 42+years and it's always worked for me.
Any Pilot, RC or Full size who adopts your teaching in this video will save their pride n joy model or even their life!!
Great Upload.
As a 36 year major Airline Captain I can say that it is outstanding that this man has taken it upon himself to facilitate the "trickledown" for lack of a better word, of a few approximate airline training concepts into to GA training. It's long overdue. Maintaining situational awareness is crucial, and training strategies to preserve it, and mitigate getting into and subsequently out of the "yellow" or "red" and back into the "green" ARE available, .... I guess the difficulty lies in the fact that Airline safety, while not perfect, is largely successful because of Standardization, and standard operating procedures, along with very targeted training, and that is hard to duplicate across a broad spectrum of GA for too many reasons to list..... None the less any trickle down that can help is 100% helpful! Really good video!
As the President of a type club for the last 19 years I will share this video with my 450+ members. I have lost 5 friends in 4 accidents that succumbed to this very scenario. Thanks and “Keep up the good work.”
Sorry for your loss. Glad to offer some help to maybe prevent more of these accidents
I'm so sorry Gary.
I dont even fly, at all...GA or commercially and I knew this guy is doing it right!
I’m not a pilot but I found the whole process fascinating.
A quick and fast “stand by” to ATC would help you a lot to not feel pressured by ATC. Because ATC would know you are busy and you would know they won’t bother you again for a while. I think that’s the better solution than just remaining silent.
I've been watching and enjoying this channel for over a month and have to say that this is one of the best safety / training videos I've ever seen. Thank you!
Requesting permission to present your video at EAA VMC Meeting and as a FAASTeam Representative would also like to present at WINGS Programs. I think this is a must see for every GA pilot! Thank you, Ron O'Dea
Excellent - Yes, please go ahead and use the video as needed to spread awareness.
Having crashed a 172, I can speak from experience that every pilot, GA and otherwise, needs to see this video every few months!
This is the best video you have made thus far.
How?
When?
Where? LOL..
You can't just not share the story!
You gonna share it?
My question, as a pilot for forty years, why haven't we learned this a long time ago. Dan, you have done the aviation community a great service with this video. My thanks to you. The Archer will soon have another mark on the AS indicator.
On a less serious note: Was such a pleasant surprise to see Mr. Gryder bust out a smile at the end. While I truly appreciate his sober instruction, that levity made the lesson just that much more human. Kudos, FlightChops, for another great, informative video!
Strangely, this was normal operating for my uncle and I when he took me flying. I was nervous about engine failures all the time as the planes were not the youngest and often were worked on by apprentices who were barely 15years of age. So the concerns were more likely than just theoretically possible. My uncle always says, if he looks like he is not reacting quickly enough, take control of the plane and simply fly and keep the speed above this line - masking tape stuck on air speed. My inexperienced self always thought that airspeed was my greatest friend, powered and unpowered. It’s simple, more air speed, more control. I used to always remember to push forward and watching this made me feel like my younger self was always correct. My thoughts to all those remembered in this video. Always a difficult to remember lost friends.
I have barely controlled an airplane nor do I have a PPL. Although flight sims and learning a bit from my dad who flies isn't as good as experiencing it yourself I've learned some things about flight. I've spent some time in combat flight sims and asked my dad how dogfighting worked and one of the main points was the EM Theory or Energy Management Theory (It's a fascinating story on how it was theorized for modern day combat aircraft) it's basically speed management. Airspeed is quite literally everything and gravity can you help you gain airspeed or lose it.
Since learning that I have never pulled up in stall or spin scenarios in flight sims and I've learned to realize that gravity can be your best friend or worst enemy when it comes to maintaing speed and control of your aircraft. Once I do acquire my PPL I hope I remember this (and the countless other things I'll learn in REAL flight) and become an efficient, powerful, and safe pilot.
When I learned to drive a Heavy Goods vehicle (Big truck many years ago now) My instructor drove home that at ALL TIMES you had to drive with the thought in your head - " IF something goes wrong now where will I go." this held me in good stead one day when i rounded a blind corner to find a trash lorry stationary in the road just on the corner. Because of the pre training I instinctively, took the truck through a hedge. and stopped in a field. Lost a bit of paint and a section of hedge but possibly saved 3 lives, including my own. I still do this in my car. - When something happens where will I go.
Good flying.
Are you reading this all you tailgaters out there ?
Where's my out?
I was a testdriver for a german luxury car manufacturer for a while and this is basically the same mind set that we share. You should always be ready / be prepared especially during overtaking on the country side. Good training is the key to be safe & stay alive.
@@endamcdonald6166 Good question, and the one that occurred to me immediately when I read Mister Harris's comment. Your question to them, however, will not receive any rational, even intelligent, response. Tailgaters are bullies and are not in the least bit concerned about the other motorist's viewpoint.
@Richard Harris Excellent post. I have been driving since I was sixteen - I won't say how long ago that was but (hint) I have recently been giving my granddaughter driving lessons. All my driving life I have worked on the principle that I know nothing about how the other driver is thinking, or what she/he is going to do next, so I had better be ready for anything. So far, it has kept me out of trouble.
On the subject of my granddaughter:
Five years ago, we had them for a Sunday and were driving home in the rain. Oldest (12-going-on-16) was up front with me and the two younger sisters in the back seat with Granny. A little old lady in a Ford Focus ran a stop sign right in front of us. I knew she was going to because her wheels never stopped moving. I always watch the wheels when vehicles are coming into intersections from the left or right - if they have stopped, are they going to move, or if they are still moving, are they going to stop? So I was ready for her and hit the brakes. She saw us coming and stopped right in the middle of the intersection as we sledged to a halt two metres from her door.
All I could say as she got her act together and drove off was "Jumpin' jeepers!"
Oldest granddaughter, head down, tapping at her iPhone, said, "That will be you in a couple of years."
Little brat! I had the silent giggles all the way home and, four years later, guess who was giving her driving lessons?
Watched this when it first came out. Now have come back in December 2022 and have burnt this into my brain. Might be the biggest lesson of 2022 for GA in general.
I am a freshly licensed glider pilot and I am watching this while getting a license for touring motor gliders, moving into GA. If you ever experienced a cable break during winch launch - similar or even more drastic than losing power on high pitch - you know how important the nose-down maneuver is. And this is practiced a lot during glider flight trainings before soloing and even after. And while I know the danger of complacency, I felt that gliding was the best start into GA I could get.
Thanks for all the great content FlightChops!
Changed my whole perspective on training my students. Definitely will add these concepts going forward.
@mark coucke thank you as this is hopefully going to save lives going forward in aviation
16:00 A friend of my dad was going into Burbank (Beautiful downtown Burbank!) and he was following a checklist and executed a nearly perfect landing save for one small detail. He forgot to put the gears down (It was a Cessna 177RG).
The theory is while he was going through the checklist ATC called him and he did't realize he'd missed a step.
So yea, complete your checklist before talking on the radio. A nearly perfect landing isn't good enough if you can't take off again.
As a beginner pilot doing my pre-takeoff checklist I always put my thumb on the line I'm checking and when I turn around to visualize aft flight controls I turn back to the checklist and either lost my place or skipped the next line. Gotta break that habit.
This same thing, the missing a checklist step due to stopping for ATC, has caused accidents in passenger jets as well. I mean there is nothing you can do in that situation if you forget something, since it will be out of your mind, and the only way to prevent it is to develop a habit of double-checking every checklist item after being interrupted, or at least that would be my solution, but time being a factor this may not always seem advisable. It is worse if you are flying as the only flight-capable person on board, as you have no one to remind you if you miss something. Perhaps the most critical checklist items, those that will directly affect the safety of the next phase of flight, should be double-checked. I suppose the best solution is for the aircraft to actually tell you when you forgot something, but this is just not feasible in most instances. Thus the easiest to implement solution is better training, training under stress, and drilling the pilot until they could perform a checklist in their sleep. I am marvelling at the skill of this instructor, and wondering how long it will take for methods such as these to become standard. And it seems obvious about the minimums to prevent inadvertent stalls leading to accidents, but there are videos here on RUclips of crashes that could have been prevented by following such a rule. I'm thinking that perhaps some pilots don't appreciate or understand just how an aircraft stays in the air, and the relationship between speed, maneuver, and angle of attack, which seems crazy but there are accidents that suggest this might be the case.
@@SynthD Yes, but he didn't hear it for whatever reason, and his daughter didn't know what it was.
@@MJKarkoska Or you wait until your check list is complete before you respond to ATC.
Communication has the lowest of priorities in aviation
Non-aviator here, but I see the value in Dan’s approach. He prepares you so that you react in a positive way to issues. Practice makes these techniques a reflex. I just started playing on X-Plane sim app & I even use Dan’s lessons. He is a valuable asset to the aviation community.
Thank you for this video, 300 hour VFR pilot looking to fly my family, all I’m looking at is accident videos and trying to internalize all of the mistakes. Keep it up the great content!
The fact we need to talk about this on youtube tells me that something is very wrong with training in GA.
Too many Mild Maneuvering Maggot CFI's teaching only the easy to do maneuvers and telling you.. You are ok, pay me now. They sign you off, Even if they didnt want to teach you real Forced landings on take off and those very low go arounds that will kill you later on.
@Michael Anthony - The USA CFI's tells you if you need this or that maneuver or not. Or he just gives you lip service "due is too dangerous for me to teach you that on the airplane", you are ok, pay me now and go flying. So you dont get the training. And think you are ok without it. You also save those 2 hours to learn those maneuvers, and go flying. And crash- due you dont know them well.
USA FAA deleted them from FAR's in the millennium too. So pilots just fly without knowing them. And crash making errors when have to do them for real. Lip service from the CFI is not enough. Too many Bullshit CFI's all over USA. USA CFI's cannot teach in Canada or Mexico were spins before solo are required to be taught to all students. Most USA CFI's are afraid of teaching spins too all students. Chicken CFI's makes chicken pilots. I teach all those maneuvers. But I retired to Florida. No more.
Michael Anthony you must have been born with your leather flight jacket and Ray Bans
Michael Anthony That response totally made sense .... not.
Michael Anthony How old are you? Never mind. Let’s get back to your original comment where you said if this had to be taught to you you shouldn’t be flying. You couldn’t be anymore arrogant or pompous. Try reading the hundreds of comments under this video of pilots saying this will save lives. Others saying “ I was taught to pull up in a stall” . ( actually doesn’t make sense because the nose is already up in a stall.) my point is, your comment implies if you don’t already know what to do you shouldn’t be flying. Really, so all these pilots that commented shouldn’t be flying in this world according to Michael Anthony. Ugh
Having blasted through 30 hours of my ppl training this past month and a half, with a check ride right around the corner, since yall dropped this video, I've adopted this philosophy. I pretty much constantly think about this video.
I gather you should practice it in real life with a CFI to help... pushing that nose down so close to the mother earth goes against every instinct I hear
Wow man Dan is a very humble serious instructor. I wouldnt want anyone different if i learned to fly these machines. Certainly not his fault for those tragedies but i have alot of respect for the fact that he takes responsibility for the incident and used them to ensure they never happen again to his students. The best men are the ones who never stop learning.
The first half of this video shows how counter-intuitive it is to push the nose over immediately after a power loss. It takes a lot of reps to overcome that hesitation. Some students are extremely unnerved about that "light in the seat" feeling. You have to overcome that reaction to low G's as well. As I mentioned two years ago in my comments below, recurrent training is very important so that you never get too slow...in terms of airspeed OR your brain.
You may save lives with this vid. No higher compliment. Greatest vid in RUclips.
We practice the stall thing rigorously in gliding, I am surprised it's not bigger in other GA
100% I have only ever done gliding and this all seemed very normal to me. I assume the pressure of engine management and controlled space adds another dimension but the basics of airspeed first, nose down and lifting your butt off the seat when you feel the stall coming are what we should take away from here. Great video, thanks Chops and Dan.
Well, sure. Your entire flight is an "engine out" drill. 😉
I don`t think about what I am doing when I hear the snap of the rope, I just push the stick forward until it`s not able to move anymore, in order to pick up speed.
The thinking is already done on the ground.
Additionally, in gliding you have 3 possibilities in case the rope snaps:
-below 250 ft land straight ahead
-below 400 ft turn away from the wind and land in the opposite direction (you first turn away from the wind in order to fly the last turn into the wind)
-above 400ft fly a shortened circuit
IMPORTANT: These heights are only estimates and only apply to my home base
If your field is shorter or longer or the wind is really strong these heights can CHANGE
But most importantly the lesson GA can learn of this is to prepare everything on the ground and include these things into the start procedure. You don`t won’t to have to think about things you could already have done on the ground.
I started with soaring as well - so it is my primacy too - but Dan was still able to sharpen me up after many years flying power since my last sail plane flight
@@blackspell9791 Yup it's very much a part of the Eventualities part of the preflights for gliding. The first words on every eventualities briefing was "Given the conditions, safe landing speed today is X knots. In the event of a launch failure, I will promptly lower the nose to get a safe speed, *then* I'll make a judgement call about what to do." Even pulling the bung is secondary to getting the nose down; a lot of early students focus too much on dumping the cable rather than recovery attitude. There are a ton more possibilities depending on your field - some are large enough that you could do a crosswind landing i.e. do a 270, some have alternate runways, etc.
And of course speed is a critical part of the whole procedure. You don't rotate the glider until you've hit that minimum, so even if you have a low altitude break or a power failure, you don't need to lower the nose much. And similarly, slow rotation (I think the BGA recommended 7 seconds at some point?), and you're always fixed on the ASI and correcting to keep it in range. Same goes for stalling and spinning. Thermalling often involves flying close to stall speed and you learn to notice when the controls go slack and what the signs of spin entry are (and how to recover).
Also the note about flaps during the missed approach, similarly when you fly any new glider a first question should be "what happens when I pull the airbrakes - nose up or down?" so you can anticipate whether you need to pitch up or down when landing.
I''m not a pilot, but I've always been fascinated with airplanes. I stumbled across this video by chance and boy oh boy, what an important video this seems to be! Seems like a must-watch for every pilot. And what can I say about Dan Gryder! No-nonsense expert instructor who's doing important work & saving lives in the process.
To Dan: I am a CFI who hasn't instructed actively in many years. I'm retired Part 121 major airline captain, thousand hour GA pilot, former GA airplane owner, 30+ year fighter/attack/recce Naval Aviator, and ANG pilot. This video is one of the most important contributions to aviation safety I have ever seen! Keep it up, Dan, you are the absolute best at what you do for all of us!
Thanks!
Reminds me of the time I was flying gliders. Every takeoff you had to be prepared for a rupturing winch cable. I think there were 10-20 simulated (and a few real) broken cables until I got my licence. And there also the most import thing you had to do instinctually was to just push.
This video really is one of the most important ones you have ever posted on this channel.
Totally agree. I think glider flight raises the awareness of the importance of energy management hones reaction times like nothing else. However, this video is a close as I can image you could come without being in a glider. What a great video!
Dan is brilliant.
I could listen to him all day.
As long as it’s on flightchops. 👊😉
Current aviation lineman and aspiring aviator here. Really taking this all in before I go fly aluminum birds thousands of feet up. Great content and soaking it all in like a sponge. Btw I met Dan at my FBO in Florida a few months back, great guy.
I’ve been following your channel for quite some time. Now that I’ve taken the leap to getting my PPL this video is likely to save my life and many others. Thank you so much for making this.
So sad his friends had to die, yet how he is handling it is truely amazing. Brings tears to my eyes. Thank you sir. Respect for sure
If I ever finally finish my flight training, I want THAT guy to teach me. Wow.
Absolutely wonderful training!!!!! I feel each and every Flight Instructor should be teaching these methods!!!! This Instructor in this video was/is amazing and I salute him!!!! I would love to have him for a Flight Instructor!!!!! The lessons I learned from this video are...... 1. First and Foremost, ALWAYS FLY THE PLANE FIRST, then address any issues!!!! 2. LISTEN FOR LOSS OF ENGINE TONE!!!! As soon as the engine tone cuts out, PUSH THE NOSE DOWN IMMEDIATELY AND MAINTAIN THE MINIMUM MANEUVERING SPEED!!!! NEVER PULL UP WITH NO POWER!!!! These are the two main points I learned and I am just an RC Aircraft Pilot!!!! I ABSOLUTELY LOVED THIS VIDEO!!!! Thank You so much for posting it!!!! Have all the fun ya want.....I will go make some more!!!!
Excellent video. Pushing forward after a loss of power is definitely one of those non-intuitive learned instincts of aviation. It’s like lowering the collective in a helo to start an auto. It feels unnatural to go towards the ground faster, but it’s your only option to survive.
And powering up before pulling up on a go-around. The sequence is critical.
What a cool, calm and collected instructor Dan is. Gotta love the guy! Very impressed by his teaching style. So knowledgeable.
Thank you Steve. Maybe your best video yet. Looks like this should become standard curriculum for flight training. I will be applying this new knowledge in future flights
23:36 One of the most dangerous practice procedures I've ever seen. They are at about 300 ft and Dan kills the power. Thankfully Steve's training took and he instantly lowered the nose. But also notice that Dan had his hands right over the yoke and was ready to take over if Steve went nose up or yawed the plane. Great job, both of you. Thank you !
It's also at this point that "lock up" has become an issue and I think Dan was ready for that-despite the fact that the chances of Steve locking up is near zero. But you never know.
Damn, what a training regimen Dan. This technique of training should be integrated into every training program in the world. It's never too late to implement a safety reflex that every pilot knows, understands, and will drop that nose instantly. 6 seconds is a blink to a pilot who isn't trained. Engine quits, panic, plane stalls in 6 seconds, plane crashes. Dan has identified reflex nose down as the solution to the issue that kills so many GA pilots and their friends and families. So impressed.
When the words “We’re done” came across the screen I had to pause the video and reflect on it for a good while, imagining myself for a brief second on that flight deck. One of the most terrifying things I can imagine, realizing your fate is sealed and nothing more can be done to change it.
Right?! That was Dan’s suggestion, and Initially I resisted thinking it might be too abstract - but it is very impactful when you let it sink in, as you did.
FlightChops I really enjoy your work Steve! Thank you for your contribution to furthering safe aviation, your well-documented progress is a great example to many. To continue flying we have to continue learning as well!
I paused the video and read all about the accident. Very impactful
@Michael Anthony I'd suggest that you go back and watch the "You're Done" bit again, and pay closer attention. Those were the CVR-recorded last words of the Colgan Air pilot while the plane was stalled and spinning in, when he realized that there was no way to recover it. There's no "gliding down" from a low-altitude spin.
@Michael Anthony Judgmental prick.
VERY good teaching from Dan. I was just talking with another pilot about LOC accidents and how preventable they are. Great video, Steve!
I keep returning to this video. Thanks so much Steve, you are literally saving lives.
@6:25 that is life saving advice! I remember doing my first stalls, I lost cross control one day and got the aircraft into a wing over...not bad, but enough to get my attention permanently when performing stalls. Get the aircraft back under control as fast as possible without causing unwanted secondary consequences. After Kennedy Jr. was killed, I went to my flight instructor and told him I was not completely confident I could get myself out of trouble in a bad AOA configuration. So we went up and put the airplane in all kinds of bad situations. We did that over two days worth of flying, I did not worry about stalls after that. We spend a lot of time and money learning to fly but not so much time and money learning how to save our own lives in the event things start to go wrong...as they eventually will do. Videos like this one are absolute gold for saving lives and instilling pilot confidence. Thank you for sharing!
You pull, you die. I've had that beaten in my head since I started flying. I know Steve may not see this comment but I think it is very important for pilots learning to fly to go get instruction from more than one instructor! I have flown with 3 different CFI's and have learned something valuable and different from each one. I don't think the flight school people are doing anyone favors just droning around the pattern with low time instructors that don't know much more than the person they're "teaching."
Who knew such an insignificant little piece of tape could be so valuable in a sudden high stress situation.
As always Mr. Chops, this is great content and awesome learning material for GA. I imagine your videos have already saved someones hind end.
Tim Fenoglio absolutely! I had dual with three different instructors.. learned something from everyone of them .
This was so informational and inspiring. Talking to ATC always intimidates me, but this in a way made me for more confident, because now I know to fly the airplane first, thats most important.
This is good stuff. I appreciate that Dan is working so hard to get this information out and appreciate you for using your platform to help him do so. Dan is a good man. Once he learned what he could do to make pilots safer, he adapted his teaching methods to achieve that purpose. You can tell he really pours his heart and soul into this.
Wow! Thanks for sharing this! You two have probably saved more lives than you know! Way to go. We cannot expect to not make mistakes in life, but what we can do is learn from our own and from others and pass that learning on to others in an effective way. There is no more effective way than to share that in a video with us all. It is brave and it honours those who made the ultimate sacrifice! Thanks again, Steve!
Also shows why we in the airline world always have two or more pilots up front. One person's job is ONLY to fly. The other talks, does checklists, sets up the box (flight management system), and above all else, monitors the situation.
Watched it to the end, and I don't even fly
i second that. it's just a general interest in flying and Flight Chops Videos are always so interesting. This one especially.
Me too. Mad respect for the instructor also to all aviators here for work and their honest reacts on this vid. Cheers.
Me too, and I only fly simulators (Xplane 11).
Me too. But I'm buying one of those Phenon 300 things. Two in fact.
I've only flown a toy drone to a stop on the very highest branch of a live oak tree. But the training I see here totally makes sense to me. One cannot maintain flight speed with no engine if you're trying to climb in alt without power. By putting the nose down, you gain speed and the airplane can stay in the air for a bit. I love watching glider vids. Those guys can stay in the air all day with zero engine.
This is such an important lesson that all of us in GA need to know. I just got my endorsements to take my practical test for cfi and cfii, and will include this in the way I teach my future students. Thank you For posting this.
Greetings from ATL! Of the couple hundred hours of aviation videos I've seen in YT, this is definitely one of the most important and worth watching multiple times. I've no doubt this *will* save lives. Thanks for making this and a special thanks to Dan for this critical knowledge share.
Halfway through and video and so impressed Steve! The point is already being firmly implanted.
I really like Dan your instructor and think he's the kind of man everyone would love to have and an instructor!
yeah, that's the guy you want to train under period.
i'm not a pilot - and grew up with the crying is for sissies firmly ingrained in my psyche - but I was in tears by the end of the video feeling for all of the lost lives due to something that might have been given to them before it was too late - but took this one soldier to figure out for the GA and put it into action - BRAVO SIR - how amazing for those that are still flying to be able to receive and more importantly continue this gift to everyone they can reach.
Keep the information and safety training coming. Been learning allot from the videos you have. Thank you
I'm late to this, so my comment may never be seen, but we all need to learn from other disciplines to make our own niche safer. I've flown GA and gliders, now work in design for a commercial OEM. The glider pre-flight checklist ends with "Eventualities", which for a winch launch includes cable break and decision altitudes. When the shit hits the fan (which is did on my first ever glider flight, and many times since), you expect to see the dust from the floor hit the canopy.
I guess cable failure on winch is a more common scenario than engine failure (I've never had one of them!), but you sure as hell know not to hesitate when it happens.
Could not agree more. Having gone from hang glider to sailplane to GA, I can definitely attest that the reaction times and energy management lessons learned in powerless flight have payed huge dividends for me when getting my private. What a great video!
Watching you get stressed at 17:00 was intense to watch! Especially knowing the controller is annoyed.
That was an awesome video. I learned so much. It is so clear how right Brock is about the training reform needed for GA. I. So very sorry for the loss of his friends and deeply impressed by his personal and professional response to the tragedies. Every GA pilot needs to see this video.
Great content. 20 years ago my CFI was a retired TWA captain. I went through the exact training. Glad you recorded it.
Could be the most valuable instructional video I've ever seen. Thank you!
My wife is just about to do he first solo. I’ll make sure she watches this vid.
Steve, this type of content is GOLD. Thank you Dan for doing this.
This has absolutely saved lives!! Thanks so much for sharing!!!
Steve, THANK YOU For this video!!!!! I am training for my private license and I just soloed and THANK YOU FOR THIS!!!!!!!!!!!!!!!!!! It gave me a kick in the butt to keep my head on straight and make things happen when they need to!
Been following this channel since my early days of getting my PPL in a 7ECA Citabria, and now as I’m nearing my CFI check ride I feel this is some of the most important and pertinent content I’ve ever seen on this channel. Thanks Steve for recording this, and thanks Dan for sharing your wisdom and knowledge. Please know that this will be passed on to my future students as well and that I will also be storing this essential information in my mental toolkit as well! Hope you also enjoyed my home state of Georgia as well Steve!
As a prospective pilot, I'll be sure to keep everything that this video taught in mind.
That said, it baffles me why you wouldn't nose down on a engine failure. As the old adage goes: "Speed is life, altitude is life insurance." That life insurance is going to be very useless if you don't have the life to begin with!
It's hard to override your body's natural responses in a stressful, emergency situation
Training is one thing. A real emergency is another. Get your instructor to give you an engine failure randomly. You will freeze/be startled.
What a great flight instructor! Much respect to the gentleman. Potentially life saving information for sure. Must know for any pilot.
I will share this video far and wide. Great information! Thank you both for doing this!