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

This is the sixth in a series of AQP ride along videos. This one illustrates a concise independent view of "Killer" AQP scenario # 13, the Vmc rollover.
Ride along for this flight where I chop the right engine mixture on a light piston twin immediately after liftoff, and before the gear is retracted. The left seat student is a low time student pilot and this is his first multi engine dual flight of his career.
The video contains this specific warning "not" to go do what I did in this video. I do not endorse instructors doing this to students for training purposes. See the following video disclaimer found in the video:
WARNING WARNING WARNING
THIS VIDEO WAS CREATED FOR MULTI ENGINE
TRAINING AND EDUCATION PURPOSES ONLY.
THIS SCENE THAT YOU ARE ABOUT TO SEE WAS
CREATED BY A HIGHLY EXPERIENCED PROFESSIONAL
INSTRUCTOR TEST PILOT UNDER VERY SPECIFIC
BRIEFED, CONTROLLED CONDITIONS, WITH SPECIFIC
ALTERNATE PLANS IN PLACE SHOULD THEY BECOME
NECESSARY.
ANY ATTEMPT TO REPLICATE THIS AQP SCENARIO
COULD LEAD TO SERIOUS INJURY OR DEATH.
USE THIS VIDEO ONLY TO BE BETTER PREPARED FOR
YOURSELF. WARNING. DO NOT ATTEMPT TO REPLICATE THIS.
Over the last 20 years, more than 80% of all GA fatal accidents in the USA have occurred in day VFR conditions. Of the 80%, most of those were simple loss of speed awareness accidents in one way or another. An airplane can be stalled at any airspeed, but below 1000 AGL there is no recovery. PREVENTION is all we have. Prevention is NO ACCIDENT!
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[@jmy6050]

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

[@scottkemp917]

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

[@jessebell2355]

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

[@uploadJ]

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

[@reggiepaulk]

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

[@hobie1613]

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

[@MarkJoseph-vv4pj]

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

[@suesnow8227]

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

[@kmg501]

lol, yeah.

[@MarkJoseph-vv4pj]

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

[@micamp45hc99]

I learned a lot from my Dad's lessons, which kept me alive as a cop all these years. Dillon your Dad's knowledge is like gold. Embrace it, listen to it, learn from it. I wish we all could be so lucky as to have your old man on speed dial.

[@gerardmccarthy2432]

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

[@peterhodgkins6985]

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

[@lessharratt8719]

Quite the pucker factor. Well done, and dealing with traffic. I'm totally impressed.

[@stevec7596]

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

[@757MrMark]

agreed.

[@tbone1212]

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

[@dustdevilz4771]

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

[@Farmnflyin]

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

[@craigt4467]

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

[@tomwilliam5118]

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

[@n8057y]

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

[@ericsd55]

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

[@TheUtuber999]

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

[@artsontop]

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

[@CherylPix62]

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

[@gracelandone]

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

[@locustvalleystring]

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

[@thav2175]

You are an amazing asset to our industry. Thank you for this video!!!!!

[@davidbaldwin1591]

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

[@danaferguson3342]

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

[@haroldnelson3734]

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

[@cnknguyen]

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

[@D_Grouchy_Old_Man]

Great job guys!

[@benpatana7664]

Well done Dylan. Very useful demo.

[@tennesseered586]

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

[@dyinggoingcoke]

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

[@BrandonSchmit]

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

[@BSsss603]

thank you for creating a competent next generation of aviators!

[@RodneyKillam-e8b]

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

[@markmcdaniel3975]

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

[@757MrMark]

Good job.

[@xbahn]

The timing of the music ending with the helicopter is excellent subtle humor.

[@ProbableCause-DanGryder]

I did that for you.

[@nadyamullen6098]

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

[@GusHeck]

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

[@dermick]

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

[@kurtanderson1463]

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

[@BillyG869]

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

[@paulputnam2305]

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

[@BladeandJosie]

Awesome video, thank you both 👏🏼

[@mdb777exec]

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

[@davidhames319]

I think Dylan knew what was coming 👍✈️

[@johnkeith2450]

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

[@megadavis5377]

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

[@gregnettles3677]

You could hear it in his breathing

[@michaelspunich7273]

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

[@woodrow7201]

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

[@stevespawn1]

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

[@emdude1784]

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

[@NauticalStrong]

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

[@ATXcam]

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

[@HTHCLLC]

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

[@Russell-r8n]

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

[@757MrMark]

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

[@ericsd55]

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

[@bradok3695]

Great training video. Thanks for sharing!

[@Easterwood67]

You’re awesome Dan Gryder

[@johnwise497]

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

[@richcarrCCC]

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

[@greenthing99100]

Nice job Dylan, well done.

[@deanVetUk]

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

[@43963]

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

[@ProbableCause-DanGryder]

Exactly.

[@silasmarner7586]

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

[@mo12duck34]

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

[@Boeman767]

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

[@markbailey6051]

Thank you Super Dan!

[@pastorglenns.dawson5870]

Good flying, and great teaching single engine.😊

[@bigdaddie40]

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

[@Watchdog_McCoy_5.7x28]

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

[@jimw1615]

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

[@jamesnelson7415]

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

[@Watchdog_McCoy_5.7x28]

@@jamesnelson7415 makes sense. Thanks

[@arkiefyler]

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

[@timdykes6675]

Excellent !

[@Zelig2Cents]

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

[@dks13827]

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

[@FPVREVIEWS]

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

[@tajontoms9530]

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

[@edendunes]

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

[@redbird444]

Great video. A couple of additional points to consider - First, Blue line (VYSE) is a gross weight speed, so more potential climb performance exists at a slightly slower speed if lighter…BUT, that should ONLY be considered if unable to climb and by a few knots at most. Not suggesting doing that, simply pointing out the understanding of what depicted VMC is on the airspeed indicator means. Airline aircraft adjust single engine climb speeds based on weight (and environmental factors) and GA aircraft are no different, but typically gross weight Blue line is considered gospel, but that can leave available climb performance untapped. Second, how accurate is the airspeed indicator on the play you fly? Many GA aircraft have a few knots of inaccuracy one way or the other and that should be understood on both sides of the equation. If it indicates slightly higher than actual, you’re closer to VMC (especially if you’re looking for necessary climb performance because you are lighter than gross weight). If it indicates lower, you are flying faster and that may mean no climb performance at all, even if below gross weight. Bottom line, a pilot should be familiar with the airplanes characteristics and performance at Blue line they are flying so they know what to expect BEFORE they get in an engine out situation. Another point that IMO leads to many VMC rollovers on takeoff is the lack of awareness of just how shallow a pitch attitude might be necessary to maintain blue line. At training weights a 5 degree pitch can become just 1-3 degrees at gross weight appearing almost flat to claw just 100-200 FPM and yes, that involves no turns vectoring what little life exists destroying what little climb performance exists. This demo would likely look quite different at gross weight and at or close to the aft C.G. limit. One area I disagree with is the idea of maintaining runway heading. Airline aircraft have the performance (and protected area) to do that, but light GA aircraft need every ounce of climb ability to 1000 feet. That likely means with 5 degrees of bank (dead engine high) and half a ball of deflection on the inclinometer (turn and bak/turn coordinator), a slight wandering turn in one direction (toward the good engine) will occur, but that gives maximum climb ability vs. runway heading. Agreed, the biggest killer are pilots who try to rush back to the airport making bank turns at low altitude and lose control. IIRC, a good example of this was an accident several years ago at KSNA when a relatively lightly loaded Cessna 310 crashed on the adjacent highway trying to rush back to the airport with too little speed and inevitably too much drag once the landing gear came back out when that aircraft should have had little problem climbing out to 1000 feet in a shallow 5 degree/half ball drifting turn, accelerating at 1000 feet and THEN maneuvering back to land somewhere under control. A final point (I think most training emphasizes this) is not to use full flaps at any point. Just like the airlines, final approach and landing are made with partial flaps and gear down (only when committed to land) using a stabilized straight in final approach of at least 3-5 miles. All in all, a great video though.

[@CaptainVittorio28]

I too have found, and was told, that a shallow turn increases climb performance, but was told by my instructor that I “never heard it from him”. I imagine that the increased climb performance associated with a turn is negated by the risk associated with deviating from a wings-level attitude in a low-altitude, high workload environment. Thus it is discouraged.

[@redbird444]

@@CaptainVittorio28 The target bank angle to minimize drag (the engine out aircraft is actually in a sideslip) is 5 degrees wing up on the engine out side. It actually decreases the VMC due to less rudder input and drag required. You’re helping yourself, not hurting.

[@Catch_The_Irishman]

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

[@thor3279]

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

[@podtri419]

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

[@nsureyet]

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

[@ProbableCause-DanGryder]

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

[@Capt_Ron]

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

[@jdhaase1417]

That was intense! Awesome training exercise!

[@zappatx]

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

[@tomwilson1006]

1 Millican = 1/1000 of a can 🥫

[@garybennett9581]

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

[@tedmoss]

You have been warned not to do it.

[@haroldnelson3734]

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

[@Nehpets1701G]

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

[@SR-bh5jd]

“Unable”

[@hopecottrill3916]

I was gripping the computer screen until we landed //

[@airjay530]

Plain and simple... I would rather take the advise of a certified test pilot with 40+ years experience. He's not teaching how to conduct a stunt, but how to make aeronautical decision making that's going to save your life. Simulating an engine failure with lost of thrust is different than really losing an engine. Dan is trying to save lives... period. There has been over ten twin engine VMC rolls just this year. So, please listen to a test pilot who has done the research. Thanks Dan!!!

[@roadwarrior8213]

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

[@F1fan007]

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

[@N1611n]

Excellent engine out video dan, thank you for posting.

[@FarkyDave]

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

[@RaspySquares]

Thank you for doing these.

[@spookgriffith2892]

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

[@bluetickfreddy101]

Never ever do this on purpose. Crazy😂

[@VLove-CFII]

Excellent demonstration! ⭐️

[@mikefromuniontown3809]

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

[@davidshettlesworth1442]

Thank you for this excellent training video! I learned a great deal.

[@BreathetheRelicGarage-sf4ib]

paradigm shift - keep it coming Dan

[@darrens.4322]

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

[@podtri419]

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

[@scotty657]

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

[@SDB362]

Great job Dan! Thanks!!!! Dylan is going to be a great pilot!

[@komrad1983]

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

[@danielkornberger1534]

Thank you Dan

[@180mph9]

Nice job Dylan

[@stewartsmith1947]

Leg get sore keeping the ball centered ? Good instruction !

[@Q1776Q]

Fantastic!!!

[@TheBaron481]

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

[@streettosky5983]

That stressed me out! Good on Dylan for keeping his head in the game.

[@davidhames319]

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

[@donallan6396]

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