That is just another idiotic fallacy. This underscores the entire problem with the Light Sport and Ultralight classes. Putting unqualified people in control of airplanes.
0doubled seven dude you just pissed off my wife because I woke her up when I spit my water out of my nose and entered uncontrolled laughter upon reading this...
Im pretty impressed that even though it appears he deployed low, the jolt he got when he hit the ground looks minimal. You'd get more whiplash in a car accident by the looks of it.
Trainor Race "No, no, i got it 360 is the heading... ok the next time around....dammit the next time for sure....dammit i'll get it this....dammit next time...you said 360 correct?"
YES! SAFE AT HOME! I like the fact he didn't give up trying to control it despite only having rudder, kinda like paddling with one oar out the back of a canoe. YOU NEVER GIVE UP! Well done Sir, well done! God is good!
@@Sweedster yeah the title has really screwed up alot of people's understanding of this video. He intentionally entered the spin to test his abilities to exit the spin. He was very lucky to have installed a BRS before attempting this, he completely lost it.
Ladies and gentlemen this is your captain speaking....if you look out your right window, sorry left window, now right, left, right , left ....ok never mind we kindly ask that you reach underneath your seat to find a parachute
Love all the clueless uninformed comments always by armchair aviation experts on videos like this one. This video shows Phill Hooker, a test pilot in New Zealand, testing a Triton Skytrek, a Chinese-built light sport aircraft. He spoke about the test: "I was exploring any flat spin tendencies that this type of aircraft was rumored to get itself into. And yes it did, it would not recover. Deployment at 1000′ (could not do any higher, too long to explain) If you watch the video again, you will notice the front right riser tightened 4 secs before impact."
It looks like he had full right rudder most of the time (from looking at his right knee) but I’m a little surprised he didn’t try full power briefly in an attempt to get rudder effectiveness. It also looks like opposite aileron (which he tried a couple of times near the end) just increased the rate of spin. Where can I find him talking about this?
@@Brotha00 It's too blurry to make out the VSI, but you can make out the needle on the altimeter. I timed a loss of 2000 feet in 35 seconds, which puts his descent rate at about 3400 feet per minute. That's consistent with a flat spin in an airplane of this type.
Researching these brs parachutes for a potential airframe modification. I've seen a few of these deployed by pilots after loss of power. We were taught to pick a spot and land, but obviously when losing power on takeoff or losing control for whatever reason these are lifesavers. Initially it looks expensive, yet it sure is nice to be alive and able to walk away.
@@scotabot7826Depends on the aircraft, but you don't need to be that high to deploy the chute. On Cessna 150 it was certified by FAA to be deployed at 300ft, lighter aircraft can deploy even lower. And there are reports of them being deployed under 100ft and working (ofc, not having time to slow down completely, but still helping soften the crash.) Either way, imo the biggest benefit for such systems is in case of midair breakdown, collision or complete lose of control.
His attempts were really bad. It looked like he had no clue. Plus: A Testpilot would wear a parachute. I guess someone lost a plane bc the pilot had no clue.
@@flightbase You have no idea what you're talking about. His attempts were everything that you're supposed to do in a spin. It looks like you have no clue, that was an actual test pilot named Phil Hooker. No, test pilots don't normally wear parachutes because you can't bail out of a GA plane. I guess someone looked stupid on the internet because they had no clue.
Video begins too late to say anything definitive. But, the plane didn't respond to the test pilot's spin recovery inputs. And, that's some Yeager-like timing . . .
I thought he was spinning nose down because you can see the ground spinning around. When he deployed the chute, nothing changed, the nose didn’t rise up and he landed flat. Hard to make out what was actually going on. I assume by the landing he was in a flat spin, but it didn’t look like that in the video.
Test pilots are probably among the best and most experienced out of all of us. The fact he couldn’t get out of a spin in that aircraft makes me cautious to even fly that plane under normal conditions.
The only thing I have to say to anyone who is a pilot learn from others. I don’t see the right rudder being pressed, I see him moving the stick back and forward. The lesson this guy gives every other pilot with out a recovery system is to know your basic recovery technics from a spin, flat spin and after the spin minimum altitude loss with out over stressing the aircraft if you end up in a spiral. Thanks for sharing.
I was looking for this comment. No rudder being pressed! Many pilots in distress, fail to remember this basic recovery technique. Not sure if it was on purpose in this case though.
Basic recovery from a spin is not to have any back pressure on the controls. And to keep neutral control no aileron deflection. There was to much play in the video.. if you get into a flat spin your recovery is to add control input just like if you want to get into a spin in the direction of your flat spin, this brings the aircraft into a spin and only then you can add control inputs to get out of a spin. If you have bags or other objects that can shift in flight to the aft then is more difficult to recover or even impossible. If your aircraft does not respond to correct recovery technics then one of two. Failure of controls or aircraft has a broken part. For instance in a cessna try anything like move seat as much forward and open door to deflect airflow, never bean tried but never give up until the ground Said so. With light aircraft you don’t need all the controls to fly the aircraft. Shifting your weight back and forth, adding power using rudder to turn or doors. This was something that I had practiced meany times with students and you can takeoff and do a traffic pattern to a landing with jammed controls. Even grease a landing. But going back to the video. This guy eventually did the best thing he could do. He pulled the recovery system handle and saved his own live. And then he posted the video for all of us to have a great lesson.
Look closer. IMHO he's pressing right the whole time besides for 2, 3 times he jerks it left. He's a test pilot I'm sure he knows how to fly better than you.
@@pilotboy2612 lets first get this thing straight. I did not show any sarcasm when I had written my comment. As I had mentioned maybe some thing was broken with the aircraft. And I also mentioned that we all can learn from others. One thing that I always liked about the pilot community is the fact that it learns from experience and also never shows resentment to others. What you had said in the last part of your comment is not proper ethics. I hope you can take this as a positive critic and not one that comes from any anger.
@@guyshilon2807 Your right. That was toxic. Rereading your comment about getting out of a flat spin to into a diving spin and then recover is insightful. Apologies.
Ya got a CG issue. As flat as that thing went in a matter of a few rotations it’s obvious. without a doubt the CG was way out. And even with a 30 LB recovery system up front no less. Typical spin recovery is forward stick and opposite rudder till rotation stops. I doubt that would have helped though. This is a testament to recovery systems and how they save lives. Glad he’s alive to share this with us.
Nope. The C of G was well forward that day. It’s an inherent problem with the Sportcruiser, unrecoverable flat spins. I was testing that perceived problem
yep, no doubt tail heavy,. he should have leaned forward, one night when doing night flights to dulles in a 182, my instructor told all of us, if i tell you, lean forward, and all you in the back lean forward, and if i tell you, remove you belts and lean over our seats, SPIN RECOVERY
@@vg23air What kind of an instructor would do a night flight with a student AND passengers with the center of gravity so far out that the passengers might have to undo their seat belts and lean forward? Either this story is BS, or the instructor is an idiot for flying a full a'/c with a student pilot with the C of G way out of spec.
Can pretty much guarantee there’s a lot more than “superficial” damage to the airplane. Even the Cirrus chutes pretty much total the airplane upon impact on landing (though I have heard of some being repaired apparently).
Wow, the comments section, as per normal, is a sh*t show. I want to know what type AC this was... because you can see his right knee go a little lower, repeatedly (as he stands on the right rudder)... and he repeatedly moved the stick FULL forward trying to break the stall... But this plane was simply NOT recovering. This design is BS and gonna kill someone. The pilot did a decent job of trying to save it ... maybe waiting a bit too long before deploying though?
we were all just killing time until you arrived with your big brain and towering ego , so we could be put down in a condescending manner. Thanks you ever so much for blessing us with your words.
@D Hill The aircraft is a Triton Skytrex and the pilot is a New Zealand Test Pilot called Phil Hooker. He was deliberately exploring the spin characteristics of the aircraft, which would not recover. He deliberately left deploying the chute until the last minute as otherwise the spin would have spun the parachute lines and probably collapsed the chute.
Spinning of the airframe may actually help dissipate some of the kinetic energy, the main brake being the parachute of course. But that may explain the minimal impact even though there was a last minute deployment.
@@Zuckerpuppekopf I do understand the concept. But I don't think the a/c was spinning fast enough for the wings to be developing much lift as a result.
To be fair, I was actually wondering about this exact topic (how effective an aircraft-sized parachute would be for LSA) for the past week or so while watching other LSA videos. So when it popped up in my list I jumped on it.
Guy's a test pilot, with thousand and thousands of hours of testing all different types of aircraft and people are giving him tips on spin recovery in here. Hilarious. Personally I think he's got brass balls and I'm very thankful for people like him...people who are willing to put their lives at risk to make aviation safer for all of us. I do wonder, for those aviation observers that might know...if these ballistic parachutes can be programmed to automatically deploy when the aircraft has reached a certain altitude/attitude/airspeed/total number of completed spins, etc? I've read accident reports of pilots dying, while flying in a plane that has these parachutes, but they're so busy panicking/trying to fly the plane, they never deploy the chute.
There wasn’t much of a flat spin recovery but the pilot remained calm and managed go get to the ground safely while still in a flat spin. Thank god that was a test pilot and not a costumer who purchased this light sport aircraft
So the reason for a late deployment is so that the still spinning plane doesn't wind up the paracute lines until it collapses. If you had parachute mounting point attached to a swivel perhaps it could prevent that? Or even to a small electric motor that could under manual or automated control actively counter spin, applying some force to the parachute as it's resistance point.
So glad this guy had a BRS system, cause the aircraft was not coming out of that spin!! It was really locked in. I sure would like to know what aircraft that was!!
Holy shit! That didn't look real at first and I thought it was a simulator, until he hit the ground. When he deployed his chute he was still spinning and you couldn't tell if he had slowed down until the sudden stop. That was totally awesome and the only problem this guy had, aside from getting his headset knocked off, what removing his big cojones out of the cockpit...LOL
Bob Goodman he didn’t know he had 11seconds but he knew how much altitude (hight) he had. When you come out of a flat spin you are in a nose down position and you need to pull back up when takes altitude and add the fact the the parachute takes time(altitude falling) to deploy gives him an minimal decision altitude. He entered the spin intentionally as a flighting test process which is another reason for such a bad spin and possibly such calm reaction nevertheless I hope that answers your question
Absolute Termite and Pest Control from my understanding it would be the altitude he would be looking at. Indicated air speed would be floating within 20-30 knots and is almost useless in a flat spin like this one
My guess is not as the aircraft probably experienced a full structural failure but I'm sure they recovered the glass panel and avionics for another airplane.
Kinda hope the tail broke off that thing. It didnt look like it even wanted to try and recover. Crazy. Oh, and I see I am not the only one that was summoned by the algorithm of viewer destiny this week.
I agree he didn't seem to want to recover at all, he should have held stick forward and full rudder deflection and waited, he kept pulling the stick back which can only make the problem worse. I guess it could have been a break in a control cable but you can break a spin with either rudder or elevator/aileron control so I'm going to chock it up to either pilot error or a poorly designed plane or too far aft CG...
I'd like to know the full story. Looked like a civilian testing out his new LSA. It indicated the BRS was just installed. The engine was out long before deployment, so there was no need to keep trying to recover from the spin below any established hard deck. The pilot also seems to have had no real plan as he was fumbling for different things on the console. Nice soft landing in the weeds. Just some thoughts.
Flat spin is something to be avoided just like handing your beer to your girl first before......... Two friends of mine (they were brothers) lost their lives in a C150 during spin training.
I would be interested to know what airplane this was as it was not responding to any control input while in the spin. Visibility was so low you wonder why they were performing spin tests in those conditions. I thought it odd the pilot did not have a parachute on himself. This guy is lucky to be alive.
not sure why he was still manipulating the controls while under canopy. i would think the chute would take you wherever it wanted regardless of anything you did with control surface manipulation. was he trying to stop the spin or was this an intentional chute deployment during a spin?
Khaldoun mnb Maybe u should tell everyone exactly how the plane got its damage and what damage it had since u know so much Maybe the stick didnt work idiot
Hopefully the canopy bump he got at the end was a clue to just stay out of the air. Pilots who resort to "instinctive flying" and ignore the fundamentals of aircraft operation often die. That "spin recovery" was bullshit.
I watched it a few times and thought "why is there no attempt at spin recovery??.. No stick forward to break the stall, no opposite rudder.. in fact, his knees only "twitched" twice and not for long enough to stop rotation..It even looks like he had rudder into the rotation .. he never used rudder correctly at all ! And every time he pushed the stick forward, he immediately pulls it back again At the end, he did the worst possible thing, stick back and opposite aileron - OMG what an 455hole. He was just "stirring" the stick around... That guy needed the parachute, in his case it was a replacement for flying skills.
What a waste of a perfectly good aircraft... Paying for the most basic flight school would have saved him from the embarrassment. Any idea on how extensive the damage on the aircraft is after a "landing" like this?
It really depends on the weight of the aircraft, but something like this is around 300' - 500' AGL is the lowest you can pull it and not break your back when you hit.
Someone please correct me if I am wrong - regard the aircraft BRS - but I believe it is the same as many cars. I suffered an airbag deployment with only light damage to the replaceable front bumper (plastic/composites). However, the insurance company wrote the vehicle off. The reason was that part of the airbag systems sensors are located in the crumple zone and potentially the vehicle could be unsafe for further use - thus insurance companies (certainly in the UK), will not re-insure a vehicle after airbag deployment. I’m pretty sure the same goes for a BRS deployment- in so much that the airframe is not designed to take multiple deployments of a BRS.
i don't think the plane will ever fly again or at least not financially worthwhile to get air worthy better to scrap it as parts and buy a new one here the bright side without the brs the plane would have been totaled with high chance of fatality and severe injuries and low degree of salvageable working parts reducing its scrap value with the brs you might be able to salvage the plane in premium condition thing such as hydraulics avionics engines props seating ac rudder elevator or even the whole plane if the crash is light enough regardless you will certainly be guaranteed to live after the crash which is the ultimate goal the value of the plane after the crash dont matter if your fucking dead but the brs will definitely helps you in terms of safety and might be able to save your aircraft for repair or at least keep in a good salvageable condition
There is no BRS sensors. It's just the pilot's decision to pull the lever. Depending on the plane, how hard it hits, the angle it hits, what it hits, the wind speed... it may be a total write-off or easily repairable or not even damaged...
Weird....instructors almost always say "hands on dash, reduce to idle, kick the opposite rudder through the freakin floor and hold it there till it stops spinning" yoke inputs make it worse......he seemed to do all the things that make it worse....
I have never wiggled the stick in a spin. Opposite rudder to the direction of the spin always stopped any spin I was in (on purpose). I guess if that does not work you can wiggle anything you want. The pilot looked a bit worried and they should have been.
