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: 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 |
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.
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Is there a possibility of the parachute twisting when deployed from an aircraft spinning like that?
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Originally Posted by India Four Two
(Post 9981438)
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.
https://m.youtube.com/watch?v=g0jfG_lHESw 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. |
Originally Posted by India Four Two
(Post 9983547)
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. 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.
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Why did he wait so long....................
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There were some power lines nearby, so he delayed pulling, in order to reduce the risk of drifting into them.
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To effect spin recovery in any aircraft you must apply the desired control input then hold it. 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. |
Originally Posted by B2N2
(Post 9985868)
Still don’t like LSA’s.
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You can also argue why he didn’t realizes his harness to lean forward to change the CG. |
Originally Posted by Cirrussy
(Post 9986050)
Genuinely curious as to what you mean by that? Is it the lack of inertia?
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Originally Posted by India Four Two
(Post 9981132)
He's now living in Zuhai, working as a factory test-pilot. Here is one of his comments on the incident: |
Originally Posted by RatherBeFlying
(Post 9986651)
If your last resort is a BRS chute, you want to be firmly strapped in when the aircraft hits the ground.
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Originally Posted by Cirrussy
(Post 9986050)
Genuinely curious as to what you mean by that? Is it the lack of inertia?
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. |
Also agree with the cringe-worthy remark! Then again, anything produced by that fine specimen Dan Johnson makes a little bit of sick come up the back of one's throat!
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And what about spinning in a four engine transport. Not to be recommended. Listen to this!
https://www.aerosociety.com/news/aud...nnia-brabazon/ |
Well said LOMCEVAK the stick was a blur.
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I am a low time , old, pilot and have said since I first flew one that LSA's really need more training than a spam can. Energy management, especially turning finals, can be really delicate. Perhaps not so bad in some of the sleeker models but I owned a draggy amphibian and several times felt a gust slow the ground speed only to find us low on airspeed after, where a Cessna would just slide through it. I always carried 5 knots more than recommended till late finals.
You also tend to get tossed around a bit more, at least you did in mine, which can be disconcerting. The benefit which supposedly allows less training is slower speeds giving more time to do the job and less inertia allowing quicker repsonse. I appreciated the easier certification and build standards but always felt that the license hours and tests should be at least the same as PPL. |
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