Airplane near death experience? Stall spin crash! 

Thanks Jim! I completely agree. Hopefully someone else can learn from this.

pls this comment it's ridiculous

Alan, I agree. I’ve never actually had spin training, but I feel like I’ve visualized this situation several times and I think I would push forward more at a higher altitude. In looking at it after the fact it does look like I’m still pulling back on the stick. It worked out this time, but good to think about for the future

@@texasov It certainly looks like you were pulling back which is exactly what you don't want to do.

Alan, you are spot on. As you state, eliminating back stick, is absolutely vital. In my experience ag flying, when the aircraft begins to depart, a quick jab of forward stick instantly unstalls the offending wing. From there it is a simple unusual attitude recovery, provided the recovery action is instant. At low level there is not time to use rudder alone. Use both, I would maintain. Cheers

I agree, nutralize or forward stick first. Bring in the power if needed then recover. I wouldn't jam full rudder to level out low and slow in a stall. I would use the least control deflection to recover as needed... Go around was a good choice. Looks like great fun.

Finially someone who sees the Elephant in the room that is rarely addressed and that’s critical AOA. Countless lives have been lost in aircraft with pilots focussing on everything but stall stick position AKA critical AOA.

Believe me. So am I! :-)

@@texasov hey there, just would like to thank you for posting this video, its great to learn from anyones and everyones mistakes including my own, your clearly a very intuitive pilot and have a great feel for flying, I'm a low time private pilot and i just wanted to ask you a question, even though clearly right rudder helps lift that left wing from a spiral and thankfully you caught it in time, my question to you as a pilot is how important is the other factor of being able to relax your hands and relax that control coloumn and take away that backpressure and to not instinctively try to correct with oppsite aileron like we're used to doing? Im feeling like its possibly even more important to fly with these traits to prevent entering a wing drop, flying coordinated but even slipping in a turn moreso than skidding to prevent that wingdrop. From what i think i know if your wing stalls on a slip the high wing drops and you have more time to correct the stalled wing. Just would like to hear your thoughts about the importance of especially flying base to final with relaxed backpressure, if of course theres enough altitude that you can allow for it. What lessons have you learned from this? Thanks kindly in advance again and appreicate your post and real honest proffesional approach to uploading video and endeavouring to help everyone becoming a better pilot.

i disagree, like the others said the relaxation of back pressure saved his life.

But could also have killed him. Plenty of people have spun right off a left hand turn or vice versa by stamping on the rudder to try to correct this exact situation. It is absolutely not the correct method.

@@Muggles87 Both full opposite rudder (maybe unless that aircraft's rudder is very powerful) and elevator to reduce AoA (un-stall the wing) are needed for a safe recovery (in typical light aircraft). Just doing one or the other does not provide as high as a chance of a safe outcome as doing both does. Power should also be brought to idle and ailerons be made neutral. Recovery controls must be removed once recovery occurs or else another dangerous condition may be entered. Holding the full opposite rudder after recovering from the spin or incipient spin, then stalling and spinning in the opposite direction when trying to pull out of the dive too quickly, has killed (like you pointed out). Also only using full opposite rudder has the chance to immediately enter a spin the opposite direction in an "over the top" entry, which has also killed (maybe this is what you were pointing out). Anyone reading this, don't just believe me or any other RU-vid comment, get spin and upset recovery training.

I've been in several situations like this. I think that the immediate dumping of the stick is the best thing that can be done first. Opposite rudder is a good bonus.good work.

@@Dennco2000 Perhaps flying isn't for you. This guy is still alive due to an instinctive response and has not only learned a valuable lesson, but is sharing it with others rather than spending his energy putting others down in YT comments. Life is about learning - perhaps you were born with full knowledge, like a lizard.

he was stupid to mot mention stick forward.

Thanks Todd.

It does take courage to share a mistake!

and it's a gift to us because it may keep some pilots sharper and safer. Constant training. Stay safe. @@glendavis1266

Title was accurate

Which part of "spin, crash" was accurate???

Ya that was pretty bad lol. All he did was mention about another guy dying during a stall spin and showed a clip of him flying. Fun fact: Stall spins on final are one of the biggest causes of crashes and deaths in small planes. Stay Fast Fellas😎

A little known fact is that a long time ago Golfwhiskey used to work at McDonald’s. It was the last time anyone said about your work, "I’m lovin' it."

Yea but now we know how to recover from spin stalls

Man, I’m sorry to hear that. It certainly was a scary moment for me, so hopefully others can learn from it.

Thanks Jose! Agreed. We have to be ready for anything and always be learning!

Glad you got back into flying! Thanks for watching.

As an aspiring pilot who is on the fence about doing flight training due to safety concerns, I find it refreshing to read your story. The fatal crash statistics don't show a strong correspondence between total flight hours (experience) and per-hour fatal crash risk in GA, and your candid anecdote does a lot to help explain the data; the 150 hour pilot has training fresh in their mind and possibly the diligence or rigor that flight training asks for is still being followed deliberately. The 10000 hour pilot may have most of their experience in the airlines or has insidiously developed less-safe habits in GA aircraft or is otherwise complacent with their experience. I'd like to know more about this incident. I don't think most pilots would be as honest, especially ones with thousands of hours. Just look at how many comments here are "I have xxxx hours and while I'm safe because I know this stuff, others could learn from this video". Whereas you're saying "I knew this stuff, but I made a mistake because I was clearly rusty and someone else took the corrective action" I really applaud your honesty. This kind of thing must be extremely common in experienced pilots, otherwise the data wouldn't say what it says.

Its unbelievable that commercial pilots dont require serious hours in gliders so they can actually instinctively fly rather than follow checklists.

My college room mate was taking lessons from his brother and I was fortunate enough to ride along occasionally. He was practicing takeoffs and landings on floats and the trainer (brother) would kill the power from time to time. Well, my room mate hesitated a split second too long for his brother's liking. He said, "Get your GD nose down or we're gonna die". I'll never forget that.

Commercial airliners are operated well away from stall. The way they are flown is an exact science based on a century of engineering, planning, and training. They also have various forms of envelope protection. Where fly by wire control systems may not allow pro-spin inputs to be carried out. Gliders are a valuable experience and it has been shown commercial captains who fly recreational glider pilots can perform some impressive feats. Including dead-stick landing an airliner, which has been done successfully at least once.

Great comment. Dan has a few idiosyncrasies but his promotion of DMMS is a lifesaver.

I watched a Dan Gryder video tonight on this topic! His videos are great! I’d mark the Speedo but I rarely look at the speedo on landings. For me it is all about the feel of the airplane.

Not a pilot but comment underrated as f***.

He was probably half a second away from the heavy right rudder not being enough. With the elevator still in nose up,...if he had waited a fraction of a second more before jamming right rudder,..he may still have spun in.

And always keep speed

Great point! Always fly within your own limits!

Thanks Max Scientist! Agreed. Hard to explain to someone who hasn’t experienced it.

(@2002OMG) Sorry, you are a little confused on what you did wrong. It was not too much left stick or bank. You said you had a sliding feeling to the right in a left turn, that is definitely a skidding turn, too much left rudder and probably right aileron. In the pattern it is safer to do a coordinated steep turn than a shallow skidding turn. You are more likely to enter a spin from a skidding turn, higher angle of attack. What sets this up is most likely your instructor told you not too bank more than 30 degrees in the pattern. So you were in a 30 degree turn but maybe overshot final, you wanted to turn faster to get back on final. So you tried to do it with the rudder, skidding turn. That’s very dangerous if you get slow. I highly doubt engine torque has anything to do with it if you were landing, with 1500 rpm or idle.

Thanks for watching!

Right. It's one thing to recover from stall / spin at altitude in practice. It's another on base leg to landing. Great recovery by the pilot.

Thank you so much!

Thanks for watching! So am I! 😂

This.

Before I fly into Airventure I practice hours of slow flight and turns at 45 to 50 mph. The key to Airventure is managing air speed. I also stay high until I can see the runway completely, only then will I go full flaps and reduce power to idle. Then I do an steep descent to the runway which will increase airspeed and fly level about a foot off the runway until speed is lower and the plane lands.

Thanks John! Yep I gave it what I felt it needed at the time. Too low for a full “stick forward”

Mine was as well at the time.

Thanks and thanks for watching

Thanks Russ. Thanks for watching!

Yep! Hopefully this is a lesson to others not to get into this situation, but if you are, know how to recover. Most people don’t understand the importance of rudder. That was also one of biggest points. Thanks for watching and commenting.

Thanks Tim! Glad you enjoyed it

Thank you.

Yes absolutely, I had a fairly similar experience to this in a glider on base to final a few years ago, and luckily my instincts kicked in and I pushed hard elevator down. I recovered at about 100 ft and was able to land safely but yes reduce the angle of attack eith down elevator.

Yep. makes sense.

That's a very good advice....!! If I'm not mistaken, the first steps that new pilots had to go through in the old _Lufthansa_ and german _Luftwaffe_ was to prove their aptness for flying in such a glider!

@DannyGroinwood You are so right. Better to push the stick forward and lose a little bit of altitude than to keep the stick back, lose all altitude and hit the ground at crash speed.

Thanks for watching!

No more than 30 degrees bank in the pattern 💯

The OP is sort of a blanket statement that can cause incidents just as often as it prevents them. The rudder should only be used to coordinate rolls into and out of banks. The rudder counters the ailerons adverse yaw only while the aileron is deflected. At all other times, the rudder should be neutral when the ailerons are neutral. There should be zero control input once the bank angle is established.

Thanks Neil

Thanks! It seems so long ago now. Thanks for watching!

You would have released pressure on the stick, which is the right thing to do

@@ramimehyar481 Thanks for the comment, but I don't quite understand. Reading other comments I'm assuming that you mean releasing BACK pressure on the stick. Is this what you mean?

@@AlphaBobFloridaOverlord correct, the pressure on the stick means that!

@@ramimehyar481 Thanks for the quick reply! I'm living proof that Natural Selection is just a theory because if it were completely true and proven I wouldn't be around! You've contributed to keeping me in the gene pool a little longer!

Yep. Still learning how to modulate the sound in Premiere. I think I figured it out too bad I can edit this one after the fact.

Thanks 👍

Thanks! That is why I wanted to post this video. I hope others can learn from this situation as well

Thanks! I could agree more. Very beneficial to learn from other accidents. Or near misses.

🤣. I’ve heard.

Thank you too!

Definitely fly a coordinated turn!

Me too! Thanks for watching and I hope it helps

Glad it was helpful! Thanks Roger.

For sure! Helps to watch videos of other situations and hopefully it helps you if you get in a bind. Glad you’re safe!

Glad we have people willing to share with transparency the tough side of things. @@texasov

Thanks for watching!

Glad to share! Hope people can learn from this.

Thanks for watching!

Yep. I knew when I posted this that there would be plenty of people who would criticize, but I think it’s important we share our experiences to hopefully help others avoid a bad situation.

@@texasov that's why I'm watching a lot of videos about things that happen to others to try to avoid it myself. My co-worker when he overhears some of the videos playing asks what gloom and doom I have instore for the day. I reply, I'm not sure what teaching moments I'll find yet. So thanks for knowing that people would criticise and posting it anyway for others like me to try to learn something from it.

Me too!

Thanks! And thanks for watching.

Thanks for watching! Don’t forget to like and subscribe!

He did also use right aileron watch the video.

Yep. makes sense.

🤪😮😂

Thanks 👍

Absolutely! It was a learning experience and I hope others can learn from it as well. Even posting the video has been a learning experience. I explain the situation a little better in a follow up video.

Thanks for the advice