Airplane near death experience? Stall spin crash!
2022 ж. 28 Там.
945 550 Рет қаралды
I wanted to talk about this in my last video, but I just don't think it fit in, so I created another video to talk about it.
As aviators, I think it is important to always be learning. I learned from a recent experience and I am hoping this video helps others avoid a similar situation as well.
Thanks for the motivation and letting me borrow a couple of clips: @AirshowStuffVideos @TrentonPalmer @Bigtirepilot
Here's where you can pitch in for the Dafoe Family:
www.gofundme.com/f/76yg4e-tom...
and
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#STOL #EAA #eaaairventure #aviation #bushplane #justhighlander #kitfox #airshow2022 #lifelonglearner #lifelonglearning #crash #airplanecrash #planecrash
While the right rudder helped, the stall condition is alleviated when the "back stick" is relieved, thus allowing the angle of attack of the wing to get below the critical angle. Rudder alone will not get you out of trouble. I recall sitting in a C152 while my student was practising spin recoveries. I was looking outside and remarked that now might be a good time to commence recovery. He said "I am", and looked a bit concerned as he sat there holding full opposite rudder while the 152 kept spinning away merrily. The old instinct to get the nose up with back stick (yoke in this case), had kicked in, and he was pulling back and keeping the stall, and therefore the spin, going. Upon releasing the back stick, the faithful little 152 recovered as promised in the manual. In the situation you faced in your video, the only safe option was the one you took, which was go around.
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.
A lesson learned from a tragedy saved your life, and now you pass on your experience to continue to save more lives. Thank you and I am so glad that you made safely back home
Thanks Jim! I completely agree. Hopefully someone else can learn from this.
pls this comment it's ridiculous
I'm glad you're safe, but dude. Talk about a Click bait title. You should amend that, pretty distasteful
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
Bloody hell, that rudder input saved your life! So pleased you are here to tell us about what happened, so everyone can learn. You could have so easily avoided talking about what happened to you, but by doing the hard thing & sharing this, you might help save the life of other pilots in the future. Keep up the great content
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.
Your right foot saved your life. Thank you for sharing this and I am thrilled you got the opportunity to tell us the story in your own words. Close call for sure.
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 KZhead comment, get spin and upset recovery training.
U were very close to a permanent end. Too high to survive an impact, too low to recover from a spin. It takes guts to share those stories. Thank u.
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
Glad you're still with us, and thank your for presenting your info. May we all learn from it and fly safer in the future.
Pressing hard on the rudder at low speeds close to the ground can actually worsen the situation because of the increased drag and create a fatal stall. I have 8500 hours logged mostly on commercial aircraft and recently was saved by a “student” with only 150 hours who offered to keep me company on my getting back to flying single engines. His recent experience was much more valuable than all my hours combined because he applied instinctively the skills necessary to get out of a dangerous situation. Thank you for sharing the experience, it’s never shameful to learn from your own mistakes, perhaps you’re saving someone else’s life down the line. Safe flying everyone
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.
Wow! It is so important to share information like this. I am so glad you instantly saw the situation that you were approaching and was ready to respond to it.
Thanks Jose! Agreed. We have to be ready for anything and always be learning!
April 3, 1974 my dad was turning base to final in a Bellanca Viking. Strong crosswind and he had overshot the turn. Instead of throttling up and initiating a go around he steepened the turn and had a stall spin accident killing him and a passenger instantly. One gentleman in the back seat survived but was severely injured. It can happen so quickly but thankfully you caught it and kept it from developing. Thanks for posting this so others can learn and keep from finding themselves in a similar situation.
Man, I’m sorry to hear that. It certainly was a scary moment for me, so hopefully others can learn from it.
I’m not a pilot but my son is. I’ll definitely be forwarding this to him,thank you.
Thanks for the share. You were essentially a moment from an aggravated stall. Good job on the rudder.
Thanks for sharing. These videos really push home not being over confident and complacent. Glad your safe.
Really enjoyed this video brother! Glad your instincts kicked in and you made it out alive! You got my subscription.
Thank you so much for posting this! A good pilot is always learning. You learned, you lived. Thanks for being humble enough to admit making a mistake, and ultimately having the balls to post it, hopefully in turn someone else will learn, and live. Cheers.
WOW! That is a lesson that you will never forget. I'm glad that you flew your way out of that one, brother.
Thanks for watching! So am I! 😂
i learned to fly on gliders, and it was drilled into me from the first hour that FORWARD STICK is what’s going to save your life.. looking at your elevator you where extremely lucky that that up elevator and large rudder input didn’t result in a snap to the other side (especially if you add a lot of power at the same time). please do a stall/spin training it will be eye opening (especially when the spin is entered with crossed controls).
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
I know well that feeling. Quite a few years ago I was in a somewhat similar situation, also in a left-hand turn and slow. A little too much left stick and bank (aggravated no doubt by engine torque pushing to the left) and I got that sudden "slide" to the right feeling when my inboard wing stalled. Hard to describe to someone who's never experienced it. A stomp on right rudder instantly corrected it before that incipient phase of a left-spin could develop. Muscle memory is what we train for. Kudos for that instinctive rudder kick. Calling it a day was a good idea too. 👍
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.
Excellent learning video , KICKER.At all times PREVENT stall spin by keeping your speed above 1.4 x CLEAN stall speed till on final .Carbon cub SS 35 kts x 1.4 = 49 knots .Mark on speedometer with tape , This is the single most important fact Ive learnt in 34 yrs of flying I thank Dan Gryder of "Probable Cause " for teaching me this DEFINED MINIMUM MANOUVERING SPEED D.M.M.S P.S. Well done in correcting with rudder
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***.
I flew my last 17 years of instructing in an SNJ-5. A pretty unforgiving ac with no stall warning, either aero buffet or audible...so that was an airspeed/AOA border not to be crossed in the pattern and certainly not base to final. One day I went to 3000 agl and did some stalls with and without flaps, noted those airspeeds, and then put taped lines outside of my airspeed indicator so I could instantly see how close I was at a glance. (The old WW2 airspeed indicators don't have green or white lines painted on it). While STOL stuff is not what we were about, over 17 years there were times when traffic pattern issues evolved with slower traffic or runway incursions at inopportune moments that forced a go around. You can't really foresee all the stuff that can happen but my take away is keep your speed on the plus side and make your go around decision early. In the end I flew 30 years and 4500hrs, 3500 T6/SNJ without incident. Dale Snodgrass taught us a big lesson.
Glad you were able to react and correct this dangerous situation.The dreaded stall/spin is upon the pilot before they know and usually before they can recognise and react to it. Deepest condolences to Tom Defoe's family and friends.R.i.p. man and God bless.
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.
A great video thank you for sharing and nice job on the recovery! Respecting one’s own limits and not the limits of others will save you time and time again.
Great point! Always fly within your own limits!
Thank you for sharing . Very happy for your fast and correct reaction. Enjoy your safe flying with us!
Good decision making aviator. Glad you’re with us to share the story. Thank you for sharing it.
Woah, good on ya for the rudder kick and neutral ailerons. I could see the elevator vibrating momentarily before the recovery. Definitely a great save!! 👍
Thanks John! Yep I gave it what I felt it needed at the time. Too low for a full “stick forward”
From Australia, enjoyed your video. I don't fly anymore but its great hearing the reflections from these incidents and learning from them. Cheers
Thanks for watching!
Your experience on this flight reconfirmed for Some of my very early lessons and invaluable advice I received from a Royal Australian Air Force Mirage fighter pilot some year ago. Thank you for uploading this further piece of educational material - and thank you Noel Kruze.
So glad you're alive, watching videos of others not applying that rudder correction hurts me knowing that they could have lived had they done so. Thank you, great video.
Bloody good effort! So difficult so overide that urge to correct with aileron. A muscle memory achieved through awareness and training that very likely saved your life
Man, so close to losing it. Awesome of you to share and also learn from this experience.
Thank you for honestly sharing. You reacted well, both with your right foot and then by going around and calling it a day. You should be proud.
Great video and live your attitude and willingness to share your experience!! I'm really glad that learning from the mistakes of others and/or videos about them made it possible for you to make this video and return home safe and sound and wiser!
Wow! My heart is racing after watching that. Very scary. Glad you got down safely.
Mine was as well at the time.
Wise decision and great instinctive (from practice, practice, practice) recovery. Glad you are back to share this experience with others.
Great recovery and happy you're here to share this with us all vs the other outcome....
Thanks and thanks for watching
Just a great video. Thanks for sharing so we all can learn. Glad you got home safe and sound.
So important to use the rudder when low and slow with very shallow banks. Glad you recognized the danger and recovered.
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.
If I was in the same situation as you I would have died. I know better and have been taught the use the rudder in this circumstance, but I honestly don't think that I would have instinctively done that - thank you for this important reminder!
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!
Tyvm for sharing this vital information. Thank God for your instincts that saved you from certain death. Stay safe out there guys. 🕊️
Thanks for sharing this, in my opinion it’s a commendable trait to explain errors and walk through these situations in the hopes it helps others. Thank you and glad you’re ok
Since Tom’s accident I’ve put a little more emphasis on slow stall awareness. No matter how many hours one has, correcting a dropped wing with aileron is a very hard habit to break. Stop reading this if your not trained and competent in spin recovery. Cub type aircraft: Climb to 5000’, configure plane for slow flight/landing. Pull power to idle, stick centered and all the way back, and keep it there! Now you’re in a “falling leaf” stall decent. Try to keep wings level, catch wing drop with only the rudder. Slap yourself with your free hand if you even flinch with stick hand. Begin adding slow turns with only rudder. See how far it can get away and still be recoverable and get a feel for how to maneuver using only rudder. Continue this descent to comfortable altitude. Repeat often to break aileron habit. Aside from crosswind correction, rudder and elevator are the only controls used on short final.
Thank you.
I'm always absolutely amazed by how much glider flying has taught me (and other pilots). The instincts you develop when trying to use your elevator, aileron and rudder to stay in a marginal and tight, turbulent thermal will absolutely save my life if I'm ever in a situation like this. Push that stick forward and gone is the (upcoming) stall. Yes, you'll lose some altitude but only a little bit, but you'll be flying again in less than a second. Go glider flying everyone!
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.
Whenever you’re slow and turning, keep in a little top rudder. A little less than half a ball. Then if you stall the plane it will tend to roll upright. This makes recovery very easy.
Thanks for the advice
Tks for sharing. One of the biggest issues in life with gaining experience at almost anything we practice over and over is that we often become complacent and get ourselves into a (often known) scenario that catches you out. I ride motorcycles too and have caught myself getting into stupid situations without putting myself there on purpose. These videos and lots of practice teaches us how to react. Most pilots would instinctively yank the stick to the right and that is exactly what you should not do. Well done on the rudder move. Regards from South Africa.
💥 That Exact Stall Problem 🔥 Is Most Commonly The Greatest Cause Of Fatalities In Aviation💥
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.
The saying goes in aviation and this comes from a 40 year pro. Never do anything different dumb or dangerous. Thank you for honestly sharing.
Thank you so much for putting this video together. It's very informative and carries critical information we can all benefit from. Operations into high traffic situations like this where you're trying to maintain separation but you're continuing to gain on the aircraft in front are a breeding ground for stall-spins accidents. It's so easy to lose situational awareness as you're attempting to slow down more to keep from getting too close. Add-in the turn onto base or final and the risk just escalates dramatically. So important to continually be aware of this! Good on you for sharing your close call.
I’m really happy you had the insight of what was happening…. Great recovery!! Thanks for sharing your story!!
Thank you so much!
I could hear you talking over the music. It’s obnoxious. Maybe just get rid of the music. It doesn’t add anything to the presentation.
The obsession with slow flight, especially in the pattern is a killer. Just because you can, doesn’t mean you should. Glad you recovered.
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.
My instructor has us do falling leaf stalls, he stalls the plane and I coordinate the recover with the rudders. Its a great exercise and adds pucker factor.
That’s smart
Well done, sir. Fly safe.
You seem like one heck of a guy I’m glad you came through that okay.
Thanks Neil
This is a great video. I think of it every time I’m turning base to final. “Right rudder and power” is on my mind.
Definitely fly a coordinated turn!
Great recovery and presentation. Thank you for sharing your experience.
Excellent job having the presence of mind to use the rudder and not the aileron.
Thanks! That is why I wanted to post this video. I hope others can learn from this situation as well
Background music mix too loud
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.
Good call. I practiced spins flying in wave for close to 2 hours, getting so comfortable with entries, spinning for 1,000's of feet and exits on desired headings, it changed my whole sense of stall/spin. A real shame an hour of such not required to earn a 'ticket'. A couple spin entries and you're good to go, Check! Hey, it's only your life.
Yes. It certainly should be taught.
Glad you made it to fly another day man!
You do not need back ground noise when you are talking. Thanks
Thank you for sharing. We all battle our pride at times, but we also all know that pride is worthless. I'm thankful that you were willing to share your story (and learned from another's tragedy). This helps all of us. God bless!
happy you're safe, it can happen to all of us, good job on getting it back! :)
Excellent video. It's great to see such a clear real world example of why it is important to study from accidents
Thanks! I could agree more. Very beneficial to learn from other accidents. Or near misses.
gawd, that music is horrible....
🤣. I’ve heard.
Great video...thank you for your insight in this situation....and hopefully we are all listening!
Thanks for watching!
Thank you for sharing. You boiled down a very scary time in your flying career into something quick that others should learn from. Good Job!
Thanks Russ. Thanks for watching!
Nice video. Great instructive value. You remembered your training and saved yourself. I look forward to future videos.
Thanks Tim! Glad you enjoyed it
Good share of info. Like others, I didn’t like hearing “I mashed the rudder” in response to left wing losing lift. You probably instinctively did this but good to reiterate that “letting go” IOW- relax the elevator. Pitch- reduce angle of attack, Yaw- rudder, and roll. Good luck with your flying.
Yep. makes sense.
Glad you're ok, and thanks for sharing your experience
Thank you too!
I'm glad you were able to recover and turn an event into a minor to event. I think it's very easy for people to arm chair quarterback situations online with little to no consequence... Which is why I believe it is so common place these days. Thanks for also reminding us that things can happen to even the most experienced pilots if they are in a situation where everything seems normal but one or two things are different than usual.
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.
Thanks for this video. Good to see how these can happen. As a student I’m trying to learn as much as I can.
Random question - what is the light up map on the back of your wall? Looks cool
Good question! It’s called Metar maps. It has a small computer that updates each airport on the map with the current weather conditions. You can also ask them to add your home airport, if it doesn’t already have a light. metarmaps.com
Not a pilot but I rode motorcycles for about a decade. Have not rode for years, but some of those close calls still give me the chills. If you're taking risks, its important to see/know how others have corrected or failed in different scenarios.
Nice video man. It shows clearly when the inside-turn wing stalls due to the lacks of speed... You reacted incredibly fast!... Thank you for sharing, and take care.
It all happened incredible fast, that’s for sure!
👏👏👏@@texasov
I'm glad I was sitting in the bathroom. Watching your experience on your seat literally, made my experience on my seat allot faster.
🤪😮😂
"A picture is worth a thousand words." Having all those cameras rolling makes it all very real. Thanks for a great video.
My heart dropped when you almost spun. It can happen so quickly. And ofc instinctively you had full right aileron input too which makes a spin even more likely as we know. Man I'm so glad that you reacted and were able to recover. Thank you for sharing!
Glad you were able to recover safely! That is when the rudder is your best friend! Or in this case, your life saver! I took full scale flight lessons when I a teenager, but it got too expensive so Unfortunately, I never soloed. But I do fly all types of R/C aircraft and flying them has taught me how to get out of situations just like that.
So true!
Great analysis and thank you for sharing. This student pilot appreciates your candor and willingness to let others lean from your mistakes and recoveries! Oh. And one more thing. BOOMER SOONER!!!
thank you for this real life IMPORTANT example.....glad you are still with us
Me too! Thanks for watching and I hope it helps
One of the great boons of all our new internet-ready equipment is user-made content like this. Thanks for sharing your video, your analysis and insight! Keep flying safely!
Glad to share! Hope people can learn from this.
Wow man I'm soo happy it turned out good buddy.nice flying.Thanx for the knowledge
Thanks 👍
Thanks for putting this out. Even as a big time corporate/charter pilot my goal (as should be all pilots in my opinion) is to learn something new or do some form of recurrent or situational awareness exercise every day. Our worse enemy is complacency. Glad to see you made it out on this one.
Nicely done!
Thanks! And thanks for watching.
Thank you for sharing this.
Thanks for watching!
One of the biggest reasons I watch as many air crash investigation videos as I can. I wanna learn what happened and how, if at all possible, can I avoid these errors. Thanks for sharing.
Thanks for sharing you video. It was every helpful . I'm Glad you were OK. Thanks for posting.
Glad it was helpful! Thanks Roger.
Good call. Thank you for the video!
Thanks for watching!
Glad your a good pilot and knew how to handle it. I’ve seen a few videos where people didn’t handle it correctly.
Thanks 👍
That was a close one for . Glad you were able to execute the go-around and talk about it the future pilots and present ones.
Me too!
Glad you quickly remembered your very important training in that situation and were able to recover your aircraft, many don't in that situation and pay the ultimate penalty.
Thank you for your humility and vulnerability. Your experience will benefit others!
I was in a similar situation in a Cessna 182RG, full of fuel, 4 POB, tower cleared me for take off with an immediate right turn out. I lined up, opened the throttle and before rotation tower called and repeatedly said immediate right turn out, immediate right turn out. I replied whilst retract flaps and undercarriage, looking to right it appeared I would fly straight at the tower, thinking over that he definately instructed right turn out I increased the angle bank to avoid the tow not noticing my airspeed was very low. The aircraft started rolling to the left which I recognised as an incipient spin. Left rudder, elevator relax back pressure and airspeed recovered as we flew past the tower. It's stuck in my mind for the last 40 years, the outcome could have been very different for sure. Thank you for sharing your story.
Thanks for watching and sharing your story!
Close call, glad you are ok. Thanks for sharing the story, you will no doubt save somebody's life by doing so, even if you never hear about it.
Great save! You're on top of your game. Great piloting! Most would grab that stick, shove it over and spin in from that altitude. You're quick situational awareness kept this in the good new category!
Thanks! And thanks for watching.
Glad you made this video and glad I found it. Encountered a situation just over 24 hours ago that could have easily had us in engine failure just after takeoff. You mentioned how it only hit you later how easily your situation could have turned south. Boy, do I get that. Pretty damn sobering, isn't it?
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
Well done for the go around!
Thanks!
I remember flying a single seat 1-23 sailplane in central Alberta, Canada back in the late 70’s. I had a time that the aircraft needed to be back for the next pilot, so I entered the downwind a little high on a day with tons of lift and the 1-23 was a “floater” - even with full spoilers on, it didn’t want to descend. I was an 18-year old idiot, so, since there was no one else in the circuit, I decided to do a few 180s to burn off altitude. I rolled it perpendicular to the horizon, pulled the stick back in my lap, and the g-force was going up, and up, and I stalled and spun out of the turn at about 1800’. It was pretty dramatic - the high wing stalled violently, and I did a snap roll and then the nose went down. Fortunately, I not only enjoyed full spins, I’d practiced them often. I did the fastest spin recovery of my life, resumed the downwind, now a little low, and prayed that no one had seen my idiotic move. (Thankfully, no one did) Medical conditions have kept me out of the air for a lot of years, but stalling in the circuit like that has stayed with me ever since. Great video, and good on you for keeping your head when you felt that incipient spin.
I did the same thing as a newbie in a 1-23....but in a very bumpy thermal trying to do a low save.....quite the shock to suddenly be looking straight down at the top of a mountain. Lesson learned, and thankfully at a high enough altitude to make it a learning experience and not the final one. Low and slow are never a good combination.
So thankful that you corrected with rudder instead of aileron. Had you used right aileron you would have for sure entered a spin. Great instincts! Glad you made it out safely and learned a valuable lesson man. Stay safe!
He did also use right aileron watch the video.
Thank you for sharing!!
Thanks for watching!