Dillon is getting all this information and experence for FREE. Dad is just wanting you to succeed in life,that's all.Dad is very proud of you Dillon.Dont forget to tell him every once in a while you love him very much.Life is precious to all of us.
At first I didn’t like the engine drone. Then I realized it is my tachometer. I really appreciate this lesson on talking to the other planes around you! Excellent!!!
Great stuff Dan & Dylan. You two make a great team and I love that you’re initiating communications via questions. That dynamic changes everything and demands a respectful response. Nice Ride Along Boys. 🙏🏼
so key that we as IFR pilots reach out directly, and also use mixed vfr/ifr calls, most vfr traffic pattern traffic has no idea what an rnav is, even if that position report meets minimum requirements. "10 mile straight in final runway 13, will join the downwind 31" goes a long way.
Good video. Only thing I would do differently is I avoid using IFR terminology on the CTAF because some pilots may not know what I’m talking about. I would avoid words “circling” and “RNAV” and instead simply say “five mile final Runway 13 practice instrument approach we’ll join the left downwind for 31” or something to that effect. Definitely have to talk WITH other pilots not just talk AT them!
I agree. A student pilot solo may be in the pattern traffic. The position report would be "Cherokee 64N is 6 miles NORTHWEST of the field for RNAV practice RUNWAY 13 circle to land RUNWAY 31."
"You're a moron." 😂🤣😂 Friggin' kills me every time!!😆 Great video - a great learning experience for me. Glad you're back in the air, Dan, and great to see Dylan mastering the art of flight!
I communicate with other aircraft often to help with visual contact. Also, it really gets under my skin when IFR traffic practices with calling out fixes or missed approach or whatever. This does nothing for communicating location to VFR traffic! Rant over 😂. Keep up the good work!
Your video mirrored a very real world scenario that IFR students and IPC recipients must do in order to get and maintain their IFR status. This places a huge burden on the CFI/Safety Pilot as they watch for traffic. I was very pleased that you did not produce this video with Dylan "under the hood". I teach my students that making position reports is not enough, they also have to listen to and understand where the other traffic is in the pattern. Thanks!!!
Very well done!! Clear example of position reports are not real communication. vital? Absolutely, but establishing a "conversation" as to intentions far better.
Legally you need to make a traffic call 5 minutes before you enter the zone here in Canada for uncontrolled aerodromes. Not sure if it’s different in the US?
@@zorbakaput8537 You definitely need to coordinate with other traffic when conducting a practice approach in vmc. However, the aircraft on the approach must avoid interrupting the traffic flow and have no priority over traffic already in the pattern. I would add to the call “planning to turn for the left/right downwind at X miles” (drop ifr phrases). A particular airport with a single approach and a 13+ mile final is a good call for a faster aircraft doing 145kts on an actual approach; in that case, pattern aircraft tend to extend and allow the jet to land in the opposite direction. 90kts GS being a mile and a half a minute, aircraft in the pattern tend to focus on what's immediately around them rather than respond to the odd duck going against the tide that just showed up to the party to draw circles.
Trust but Verify. Some pilots, very experienced pilots, forget this piece of advice. They get into trouble for being too confident. I lost a few friends in an accident that makes no sense to this date. The captain forgot to verify, in addition, he ignored the ndb invalid reading, and ignored the gpws warning to pull up. Trust but Verify.
Great video. If only people could stop reporting entering “teardrop”. There is no such thing in VFR traffic pattern. Instead, say: “overflying the field at 2500 feet, then planning to join 45, left pattern runway 31”. Saying “entering right teardrop for left downwind” is both non-standard phraseology but also confusing, for example: imagine if someone just hears the end of the transmission they’ll think the person is downwind; also hearing right teardrop and left downwind in the same transmission requires the recipient to imagine this in their head to actually understand it, whereas the only relevant information is that the person is overflying the field and will be joining 45 for left traffic. Let’s keep it standard and simple please.
The entire time Dan and his son were going in for the approach neither one of them were looking for aircraft around them while they were flying to the airport. They could’ve had an mid-air collision. Scanning should be included.😮
I watched the entire video and I disagree with your assessment. I saw and heard them scanning more than enough based on my minimal knowledge. Dan and Dylan were in communication with each other regarding visible traffic for the recorded duration. Maybe there was a specific moment that you're referring to but keep in mind there isn't a camera on the two of them at all times during this video. The only time you can possibly mean is the one minute starting at timestamp 14:24 until the go around is initiated but that is during final. I find no real basis for your comment.
@@samdavis6445 watch their eyes while fly to airport. All the time while talking no one was looking around for aircraft! They were talking about the approach and missed approach, but not scanning for aircraft…
@@samdavis6445 watch their eyes they are not scanning for aircraft while approaching the airport. Mid air collisions can happen! Scanning should be part of Dan’s training for his son when they’re approaching the airport and at any time while on a cross country.
VFR traffic may not be familiar with IFR procedures, especially a circle to land. VFR traffic may not be familiar with IFR fixes either which IFR position reports often use in their calls. When I'm VFR and in the downwind and I hear an IFR position report say 'X mile FINAL ILS/RNAV XX' only then will I ask them directly for distance and speed updates so I can plan on extending. Otherwise, I'm making mental pictures of all traffic and will only state my intentions. When there is a conflict brewing, I'd clear it up. VFR pilots aren't necessarily IFR rated. My instructor taught to build mental traffic pattern and if you are confused or unclear, don't proceed into the pattern without resolving/clearing it up either by direct comms or delayed entry.
On One Blunko Brown's last video I remarked "NTSB should share their findings with Dan Gryder otherwise it may take 2 YEARS to determine probable cause. Dan can get the facts within a WEEK" and Blunko replied "Really? Enjoy your flaterth videos. lol" Which shows how impolite and uniformed One Brown often is. smh 🤦🏻♂ 🤦🏻♂ 🤦🏻♂ 🤦🏻♂
Dan remember the KLM pilot started a takeoff without any tower clearance. The first officer knew and did nothing. He sat there and watched his Captain violate his authority and watched himself being murdered. He could have interveened to stop the mass murder; but chose to do nothing!! While his Captain murdered almost everyone on both 747s!! What would you do?
Back then, the captain was like god. That captain was the number one instructor for klm, he was the actual man in the tv commercials. I lost 5 friends in a 747 accident in 1983. The captain -58 yrs - forgot to verify the incorrect minimum altitude for the sector entered by the FO (3280 vs 2380 ft ) ,, ignored the incorrect NDB, and ignored the gpws. His copilot -36yrs- warned him a few times about radio altimeter readings but I guess the captain became confused himself until impact with terrain. 182 people died but 9 survived. Read Avianca 011 tragedy near Barajas, Madrid SP
54 reports, and only 3 planes talked to each other... sigh... point made.... and they wouldn't have talked to each other if DAN hadn't INITIATED COMMS!!!
I think the whole of the GA world should breathe an enormous sigh of relief that you are back in the air and able to push on with the AQP agenda you so eloquently articulate 🪕
Dillon is getting all this information and experence for FREE. Dad is just wanting you to succeed in life,that's all.Dad is very proud of you Dillon.Dont forget to tell him every once in a while you love him very much.Life is precious to all of us.
There is no free lunch.
At first I didn’t like the engine drone. Then I realized it is my tachometer. I really appreciate this lesson on talking to the other planes around you! Excellent!!!
Great stuff Dan & Dylan. You two make a great team and I love that you’re initiating communications via questions. That dynamic changes everything and demands a respectful response. Nice Ride Along Boys. 🙏🏼
so key that we as IFR pilots reach out directly, and also use mixed vfr/ifr calls, most vfr traffic pattern traffic has no idea what an rnav is, even if that position report meets minimum requirements. "10 mile straight in final runway 13, will join the downwind 31" goes a long way.
Good video. Only thing I would do differently is I avoid using IFR terminology on the CTAF because some pilots may not know what I’m talking about. I would avoid words “circling” and “RNAV” and instead simply say “five mile final Runway 13 practice instrument approach we’ll join the left downwind for 31” or something to that effect. Definitely have to talk WITH other pilots not just talk AT them!
I agree. A student pilot solo may be in the pattern traffic. The position report would be "Cherokee 64N is 6 miles NORTHWEST of the field for RNAV practice RUNWAY 13 circle to land RUNWAY 31."
@@AaronHawley i would not say circling… a student pilot may think you’re doing a 360
Thanks Dan & Dylan! You two are educational heros! ❤❤❤
"You're a moron." 😂🤣😂 Friggin' kills me every time!!😆 Great video - a great learning experience for me. Glad you're back in the air, Dan, and great to see Dylan mastering the art of flight!
Awesomeness Extreme!
Thanks Dan and Dylan!
Great video guys.
I communicate with other aircraft often to help with visual contact. Also, it really gets under my skin when IFR traffic practices with calling out fixes or missed approach or whatever. This does nothing for communicating location to VFR traffic! Rant over 😂. Keep up the good work!
Your video mirrored a very real world scenario that IFR students and IPC recipients must do in order to get and maintain their IFR status. This places a huge burden on the CFI/Safety Pilot as they watch for traffic. I was very pleased that you did not produce this video with Dylan "under the hood". I teach my students that making position reports is not enough, they also have to listen to and understand where the other traffic is in the pattern. Thanks!!!
Yes!
Way to get the "Neighborhood introduced to each other, heads out of the cockpit , feels good get back up in the air U2 are still rocking it❤
Nothing like flying off into the sunset by the looks of it 😜
COMMUNICATE!!!! AWESOME VIDEO
A monkey could hold the yoke and push throttles. The most important task is high-level thinking and communicating.
Valuable insights Dan. We've been taught to be short and sharp on the radio, we're guessing what the other guys are thinking..
Very well done!! Clear example of position reports are not real communication. vital? Absolutely, but establishing a "conversation" as to intentions far better.
By the way, what does that lever on the cabin ceiling do?. He kept twisting it. Flaps?
Trim
@@ProbableCause-DanGryder I thought that it was a a/c vent, sunroof or something. Lol
Thanks for the ride Super Gryders !
Terry 342 Thanks Dan.
over 10 miles is a bit early to make position reports to a full pattern, you are over 6 minutes away from the field
Well that is one opinion. Dylan also got no reaction at closer points like 6 miles so your point is rather "pointless".
Legally you need to make a traffic call 5 minutes before you enter the zone here in Canada for uncontrolled aerodromes. Not sure if it’s different in the US?
@@zorbakaput8537 You definitely need to coordinate with other traffic when conducting a practice approach in vmc. However, the aircraft on the approach must avoid interrupting the traffic flow and have no priority over traffic already in the pattern. I would add to the call “planning to turn for the left/right downwind at X miles” (drop ifr phrases). A particular airport with a single approach and a 13+ mile final is a good call for a faster aircraft doing 145kts on an actual approach; in that case, pattern aircraft tend to extend and allow the jet to land in the opposite direction. 90kts GS being a mile and a half a minute, aircraft in the pattern tend to focus on what's immediately around them rather than respond to the odd duck going against the tide that just showed up to the party to draw circles.
@@xDefender11 We self announce position/intentions when entering 10 miles from the field.
Excellent video!
Trust but Verify. Some pilots, very experienced pilots, forget this piece of advice.
They get into trouble for being too confident.
I lost a few friends in an accident that makes no sense to this date. The captain forgot to verify, in addition, he ignored the ndb invalid reading, and ignored the gpws warning to pull up.
Trust but Verify.
18:25 😂🤣🤣💀👍🏼
Great video. If only people could stop reporting entering “teardrop”. There is no such thing in VFR traffic pattern. Instead, say: “overflying the field at 2500 feet, then planning to join 45, left pattern runway 31”. Saying “entering right teardrop for left downwind” is both non-standard phraseology but also confusing, for example: imagine if someone just hears the end of the transmission they’ll think the person is downwind; also hearing right teardrop and left downwind in the same transmission requires the recipient to imagine this in their head to actually understand it, whereas the only relevant information is that the person is overflying the field and will be joining 45 for left traffic. Let’s keep it standard and simple please.
Exactly.
Good info...know who is out there, where they are and what they intend...
Dan, you’re not a moron and you didn’t raise no morons!!!
Keep GA safe!
Good video.
❤ Rice Lake WI
The entire time Dan and his son were going in for the approach neither one of them were looking for aircraft around them while they were flying to the airport. They could’ve had an mid-air collision. Scanning should be included.😮
I watched the entire video and I disagree with your assessment. I saw and heard them scanning more than enough based on my minimal knowledge. Dan and Dylan were in communication with each other regarding visible traffic for the recorded duration. Maybe there was a specific moment that you're referring to but keep in mind there isn't a camera on the two of them at all times during this video. The only time you can possibly mean is the one minute starting at timestamp 14:24 until the go around is initiated but that is during final. I find no real basis for your comment.
@@samdavis6445 watch their eyes while fly to airport. All the time while talking no one was looking around for aircraft! They were talking about the approach and missed approach, but not scanning for aircraft…
@@samdavis6445 watch their eyes they are not scanning for aircraft while approaching the airport. Mid air collisions can happen! Scanning should be part of Dan’s training for his son when they’re approaching the airport and at any time while on a cross country.
VFR traffic may not be familiar with IFR procedures, especially a circle to land. VFR traffic may not be familiar with IFR fixes either which IFR position reports often use in their calls. When I'm VFR and in the downwind and I hear an IFR position report say 'X mile FINAL ILS/RNAV XX' only then will I ask them directly for distance and speed updates so I can plan on extending.
Otherwise, I'm making mental pictures of all traffic and will only state my intentions. When there is a conflict brewing, I'd clear it up.
VFR pilots aren't necessarily IFR rated. My instructor taught to build mental traffic pattern and if you are confused or unclear, don't proceed into the pattern without resolving/clearing it up either by direct comms or delayed entry.
Very hard to hear!
Pilot never looks to the right. 90% of the time he's staring at controls.
On One Blunko Brown's last video I remarked "NTSB should share their findings with Dan Gryder otherwise it may take 2 YEARS to determine probable cause. Dan can get the facts within a WEEK" and Blunko replied "Really? Enjoy your flaterth videos. lol" Which shows how impolite and uniformed One Brown often is. smh 🤦🏻♂ 🤦🏻♂ 🤦🏻♂ 🤦🏻♂
Dan remember the KLM pilot started a takeoff without any tower clearance. The first officer knew and did nothing. He sat there and watched his Captain violate his authority and watched himself being murdered. He could have interveened to stop the mass murder; but chose to do nothing!! While his Captain murdered almost everyone on both 747s!! What would you do?
Back then, the captain was like god. That captain was the number one instructor for klm, he was the actual man in the tv commercials. I lost 5 friends in a 747 accident in 1983. The captain -58 yrs - forgot to verify the incorrect minimum altitude for the sector entered by the FO (3280 vs 2380 ft ) ,, ignored the incorrect NDB, and ignored the gpws. His copilot -36yrs- warned him a few times about radio altimeter readings but I guess the captain became confused himself until impact with terrain. 182 people died but 9 survived. Read Avianca 011 tragedy near Barajas, Madrid SP
54 reports, and only 3 planes talked to each other... sigh... point made.... and they wouldn't have talked to each other if DAN hadn't INITIATED COMMS!!!
If you don't say TEAR DROP at least 3 times you're no Falcon pilot.
I think the whole of the GA world should breathe an enormous sigh of relief that you are back in the air and able to push on with the AQP agenda you so eloquently articulate 🪕