Video of LSA flat-spin test flight with BRS save
 

This video shows a flat-spin test flight with a BRS parachute save at about 1000'.

https://tinyurl.com/y9ab9dro


I thought I recognized the pilot and it was confirmed at the end of the video. It's Phill Hooker, a well-known Kiwi instructor, who did my first Kiwi BFR and who also allowed me to pole around his Bell 47G, a few years ago.

He's now living in Zuhai, working as a factory test-pilot. Here is one of his comments on the incident:

His only injury was being hit on the head by the canopy, as he exited. :ok:

Is it the Triton by any chance?

http://www.cityofzhuhai.com/2016-09/14/c_57694.htm

It’s a scary video.
And so are LSA’s...

It probably is the Triton Skytrek, although there is no confirmation, but it certainly looks like it in the video. Phill is the test pilot for the manufacturer.

Is there a possibility of the parachute twisting when deployed from an aircraft spinning like that?

‘He looks Chinese or Asian but he isnt’

Cringe worthy remark.....

B2N2,

You seem to be inferring that I made that remark. It certainly wasn't me. Phill is a friend of mine and I am very happy that the BRS worked as advertised.

No the guy in the airshow video states that the owner of the company is chinese looking but ‘American’.
That was cringeworthy.

OK. Now I understand. I agree, I cringed when I heard that on the video.

I met the owner at Oshkosh last year, where they had trailered one of their aircraft all the way from Seattle! They didn’t yet have a US C of A.

He’s a really nice guy, who I would describe as Chinese American.

What I would be interested to know is what the planned spin recovery control inputs were. The stick is moved almost continuously at a relatively high frequency with any input never being held for more than about 1 sec. To effect spin recovery in any aircraft you must apply the desired control input then hold it. If, after a specified time or number of turns, there has been no response then the prolonged spin recovery inputs should be applied. This philosophy does not appear to have been used in this case.

Why did he wait so long....................

There were some power lines nearby, so he delayed pulling, in order to reduce the risk of drifting into them.

This has been my experience too. There are inertial forces of the aircraft which must be allowed time to be overcome, and time for the airflow to sort itself out. Flight Manual spin recovery instructions I have read generally include the term "hold" with respect to control inputs.

During aft C of G spin testing of the modified Cessna Grand Caravan, I applied full nose down control, and held it for 3/4 of a turn, before the aircraft seemed to respond at all. Entirely opposite to the forward C of G spins, the nose did not go far below the horizon during recovery. It recovered exactly as the requirements prescribe, but proper technique and patience were certainly beneficial.

Well.....
I’m sure the video doesn’t show the entire event.
You don’t know if that ‘technique’ has been applied with no success earlier.
You can also argue why he didn’t realizes his harness to lean forward to change the CG.
He was running out of time and options at the same time.
Good save.
Still don’t like LSA’s.

Genuinely curious as to what you mean by that? Is it the lack of inertia?

If your last resort is a BRS chute, you want to be firmly strapped in when the aircraft hits the ground.

Maybe because 'real aircraft' are made from metal, not plastic. (Try telling that to a glider pilot)!

Was that comment made privately to you or is it online somewhere? I'd love to share the video on Fear of Landing with a bit of back story, if it's published somewhere.

I was being facetious.

LSA’s were an answer to a non existing problem.
Due to the weight restrictions the construction suffers and as a result of less stringent certification standards handling suffers.
Due to their lack of inertia speed control suffers.
As a result they don’t fly any easier then ‘regular’ light aircraft yet under FAA the training requirements for Sport pilot are less.
And instead of entry level aviation as the intended goal it has turned into the exit level for aviation.
As in people that should stop flying continue under LSA rules.
It’s just a matter of all the holes to line up.
LSA accident statistics are horrendous.
We evaluated on at the flightschool I worked at.
I flew with 15 customers, varying from just solo to experienced aerobatic pilots and airline pilots.
Out of 15 I would have rented solo after one flight to only two, a 600hr aerobatic pilot with his own Pitts and a 5000+ 737 pilot.
Close 3rd was a particularly gifted student who just soloed in a DA20-C1.
Everybody else would have needed anywhere from 2-3 flights to even more.
The other instructor experiences were the same.
Compare that with check out requirements of regular SE light aircraft. Almost exclusively just one flight required.
Our instructors collectively recommended increased check out requirements which basically defeated the purpose of putting one on the flightline.

Thanks for clarifying. I would agree with your comments, energy management does take a little more care than in a heavier GA aircraft. I can understand why they would not suit many "fair-weather flyers", particularly on challenging days.

Would have to agree regarding the lighter build, too.

Cheers.