Stall-Spin cockpit video, both PIC and PAX survived

[Bosi72]

Every time when an accident in aviation occurs, we pilots try to analyse and understand the root cause and what we would be doing differently to prevent the accident. The majority of Stall-Spin accidents are fatal, however, this time both Pilot and Passenger miraculously survived. 

 

Below is short (~3 min read) article that explains what happened and provides life-saving advice for current and future pilots.

 

Loss of Control In-flight (LOC-I) remains one of the most significant contributors to fatal accidents worldwide.

 

The video below came up on my YouTube feed and immediately triggered several questions.

 

I don't know much about Xavi (PIC), except that he speaks Spanish and drives some fast sports cars.

 

However, I question whether Xavi's pilot licence is valid, as uncoordinated habits should be picked up by the instructor, then the examiner, unless it's the same person. Personally, as an instructor I wouldn't like to fly uncoordinated, especially Base-To-Final turns. How was this missed?

 

Regardless, I would like to thank Xavi for publicly sharing his videos, which will be good learning examples for future generations of pilots.

 

The accident flight video:

 

 

A typical Stall-Spin scenario is overshooting Base-To-Final. The pilot's reaction was to slow down by cutting the power and adding more left rudder to make the left turn tighter. 

 

The balance ball was nowhere to be seen at any stage of the video! I wasn't sure if that was the right instrument below the throttle, however, trust me it is, as it will be shown in the next video. 

In turns, especially skidding turns, the nose naturally drops down, which PIC counteracts by pulling the stick back. Applying more left rudder into the turn makes the outside right wing flying faster, which increases the lift on the right wing, which makes the turn steeper. PIC’s counter-reaction was applying the right aileron.

 

A moment later, the left wing stalls and there is a tiny reaction of pushing the stick forward, but neither far enough, nor long enough, as the stick was immediately returned to its stalled position. This is the Startle effect due to the ground rush.

 

Aircraft enters the left Spin, and we all remember the Spin recovery procedure: PARES (Power idle, Aileron Neutral, Rudder Opposite and hold, Elevator Forward to Neutral, When rotation Stops, centralise the rudder and pull out of dive)

 

Unfortunately, PIC does the opposite: applies full power, opposite (right) rudder, whilst keeping the right aileron, and stick back all the way to the ground. 

Applying the opposite (right) rudder is not sufficient for Spin recovery without other control inputs – and in PARES order. 

 

Video from one of the previous flights: 

 

 

As I wasn't sure about the balance ball position in the accident video, I found another video showing the balance ball skidding (and slipping) in approaching to land.

 

All I can say, Xavi and his passenger are very lucky for not Stall-Spinning earlier.

 

Remember:

Fly balanced in turns. Keep the ball in the centre. Step on the ball!

 

Keep the same speed in turns. Don't slow down.

 

If Stalled - Stick forward until both wings are unstalled, then roll to the nearest horizon. Use “push, pause, roll, power” approach.

 

If Spinning – use P.A.R.E.S (Power idle, Aileron Neutral, Rudder Opposite and hold, Elevator Forward to Neutral, When rotation Stops, centralise the rudder and pull out of dive)

 

Don't get into the habit of increasing the angle of attack in that turn onto Final - maintain your normal Base speed until you are established on Final then reduce speed - that will get you into the good habit of unloading slightly during that turn. Being in balance is essential!

 

Fly Safe and balanced/coordinated!

 

[Garfly]

 

 

Another instructor agrees:

 

 

 

[facthunter]

Stick right back should only be when landing at min speed as the wheels touch or performing a flick roll. STALL is an angle of attack thing. What controls the angle of attack? The elevator position.    Nev

[Thruster88]

It looked like a moose stall rather than a base turn stall. The muppet is obviously looking at something or someone on the ground. Excellent training video for new and old pilots.

[facthunter]

The full back stick is an INSTINCTIVE reaction and MUST be resisted. Planes don't JUST stall. Pilots MAKE them STALL. Skidding (ball out of centre) just predisposes ONE wing to stall before the other and start the spin process.  It's VITAL to prevent this happening rather that attempt a cure when it has. At low heights you may well have NO room to recover from the nose down attitude and faster RoD.   Nev

[Bosi72]

2 hours ago, Thruster88 said:

It looked like a moose stall rather than a base turn stall.

 

He does almost the same in his 2nd video.

Skiding turn Base to Final and reduces power all way back.

The crash was at the aerodrome.

Bad habits.

 

[facthunter]

How many pilots have done lots of spins these days?    The variation between types can be large.  Skidding and sloppy speeds are careless flying. AVOID is the Thought music since about 1965. rather than spin recovery.. Recognise a bad situation approaching and correct it. IF you wish to turn tighter add POWER or Descend or even do both if you have to. OR give up the idea of turning tighter where you are.. Watch when on base legs where the wind is behind you and don't overshoot the runway centreline.  Nev

[Garfly]

I think the guy in the video is, temperamentally, a bit beyond the usual trainee pilot profile.

Still, his extreme example can still be a lesson to us all.

Anyway, their survival probably says something for the Tecnam P92's crash cage.

[Red]

Makes me shudder just watching that.

 

Over confidence and lack of skill arent a good mix in aviation

 I hope he gives up flying before he kills himself and/or others

 

[peterg]

11 hours ago, facthunter said:

How many pilots have done lots of spins these days? 

Glider pilots. Those who fly both generally fly with some sensitivity for the the aircraft - understand balance (the ball/string) and coordination, speed control, spot landing/stabilised approach etc

The guy in the video is a shocker - a classic "stick strangler"

I strongly recommend to people starting off that they give gliding a go first

[facthunter]

Give Gliders a GO any  time.  Nev

[Bosi72]

Whilst gliding is great to teach a pilot balanced flying using a yaw string, which is an equivalent to a balance ball in powered aircraft, I wouldn't recommend gliding Spin recovery training to be used for powered aircrafts.

 

Simply the recovery procedure is not the same. Due to long and high aspect ratio wings, the rudder and ailerons can be effective and used for recovery (personal experience).

 

The FAA Glider Flying Handbook (also used by GFA) recommend slightly different Spin recovery procedure compared to powered aircraft (page 8-17):

 

https://www.doc.glidingaustralia.org/index.php?option=com_docman&view=download&alias=2817-the-glider-flying-handbook&category_slug=gpc-resources&Itemid=101

 

 

 

To summarise, if you are flying powered aircraft, get the Spin training in powered aircraft.

 

 

 

[facthunter]

More than that. Have the procedure specific to the Plane you are IN. ALL planes are DIFFERENT and even the CofG position will make a difference and rigging differences from plane to plane.  The first thing to decide is Spin OR Spiral? The "Graveyard Spiral" killed many a pilot and LOADS UP the aeroplane so exit from it quickly is paramount. The Plane is NOT stalled so ailerons work normally.. A SPINNING plane has a pretty constant and LOW airspeed which will not stress the aeroplane till recovery from the dive you are in when you get the spin under control.. At that stage you will pull about 2.5 -3 G AND you need some height. Spins at low height are not recoverable from mostly unless you a spot on driver and if so you wouldn't have gotten into a spin anyhow. AVOIDANCE is the only SURE way.. You have an extra control in a powered plane. ADDED thrust. and it can prevent the stall.   There's not much added thrust available at Max cruising height in a Jet. IF you get turbulence or a failing engine IT's DOWN you are coming one way or another.  Nev