I would trust anything this kids say's Because he Never made any excuse - he excepted his mistake and had the Balls to tell thousands of people !!! Thank you Young MAN == KEN
My dream is to become a pilot. I have been learning RC planes for now as they are a little cheaper. ;) However, this, as horrible as it is, is so eye opening and really makes me want to take this journey in my life very seriously. I truly hope you completely recover and get back in the sky soon Nikk! I can't wait to meet you all there as well! Great video! You are such a strong willed person!
I remember when Nikk's video about the accident came out. It was chilling. I had, to my knowledge, one close call back in the late 80's. I had my PPL but not a lot of hours. I was doing pattern work at GXY. I was too high (thankfully) and in too close on my base to final turn so I did what you shouldn't do (not realizing it at first), I nosed down, in this case that was a good thing, over banked, and unknowingly had a lot of bottom rudder in. I glanced down at the instruments and saw the ball pegged (skid) and airspeed climbing. I corrected all of that and went around. If I had been at the right altitude the airspeed would have been lower and I might have become a statistic. That has event has stuck with me for a long time... Even today "center the ball" is stuck in my head... I'm very glad to see Nikk making progress.
I've just recently discovered Trent and the Flying Cowboys and can't tell you how much I've enjoyed their air adventures. As a wanna-be pilot, I'd never had ANY interest in bush flying or STOL because it seemed so incredibly dangerous. But these guys have so much fun, I now want a PPL... and a Kitfox... at age 60! I met Nikk - unfortunately through Trent's injury update video - and was completely stunned. I so appreciate the telling of this story because it serves as a very powerful reminder that it CAN happen to anyone. The aviation community seems like a very close group who sincerely cares about one another. One sign of this is their willingness to educate. Thanks to you all. Nikk - I wish you a continued, speedy recovery and look forward to future videos of you in the air. Trent - Among many other things, you're a good friend. And you have a good one in NIkk. I wish you both nothing but the best!
I started my Light Sport Training at 60 and finished my training in an almost new Kitfox. Compared to the airplane I started my training in, the Kitfox is easier to fly and land and stalls at 38mph in straight flight. I consider it a good first airplane for those reasons. I have done a lot of aggressive maneuvers at an altitude that allows recovery. I broke a lot of bones 31 years ago in a work related accident and don't want to go through that again. With that in mind I have thought a lot about Nikks crash while I plan for tailwheel conversion of my Kitfox. Flying is risky, but immensely rewarding. Good luck on your PPL!
@@ihateemael Since I was not there I can only guess at how Nikk's accident happened. Maneuvers close to the ground are thrilling, but you have very little time to recover.
I’ve been flying radio control aircraft for decades and still encounter loss of control. The only result is a broken plane. This year i plan to begin my private pilot training. My biggest worry is loss of control/stalls. Since i will be in the plane now, I want to be most careful. Your talk was invaluable to me. I’d heard about your accident and wanted to learn more. Your talk was great. Thanks.
This forum was the #1 reason I came to Oshkosh. Trent and I had communicated via email and phone prior to the forum and I got to meet Trent and Nikk. I had the pleasure of sitting next to Nikk's dad and got to hear "his side" of the accident. Glad you're walking some Nikk. I hope to see you again. This forum will stick in my head forever.
Awesome that you guys did this Video, so glad Nikk is still with us and more importantly with his family, he seems like a really solid guy, all around good dude, from all the times I have seen him in your videos. Wishing him a quick recovery
Thanks Kevin and thanks Trent and Nikk for talking about this. My mantra is 100% attention 100% of the time but we are all guilty of loss of focus from time to time. Glad to see you doing well Nikk.
Good to hear that Nikk is recovering well. Congratulations for his courage and determination to make this accident a lesson to be a better pilot and to share it with everyone. And as a Radio Control "pilot" on small RC bush plane, I really begin to grasp and feel the loss of control due to excessive maneuver at low altitude. A simple distraction when turning and little bit too much movement, causes more turbulence and loss of lift. So I need to learn to stay more stable the more I fly at low altitude. So congratulation to all the real pilots for your concentration and perseverance to practice and always be watchful! Thank you Trent to be there for your friend, and to always remind your audience about safety. You do it very well and in a nice way.
Welcome back! I saw you and Halie at Home Depot a few weeks back. I was going to say hi, but you guys looked really busy. I thought I would catch you at the register, but you guys were in and out fast.
Excellent presentation. I'm pleased that Nikk is recovering well. Youth has the benefit of faster recovery from trauma. I've noticed in many Kit Fox featured bush pilot videos that many of the young male flyers are often performing extreme maneuvers close to the ground. Of special concern are steeper turns at lower airspeed, and .....on - the - edge climb outs It is not the cross controls or accelerated stalls that get you killed.... but being too close to the Earth when performing thes activities.
Great lesson that knowing *you* are the most dangerous one is an important mind set -- I think not just in flying but in many risky activities that you want to do for the long term. Risk (whether it's in a sport or a business or a stock trade) means many people will be hurt doing it, the thing that keeps it from being you is the constant calibration and vigilance, no matter how much experience you've got.
As someone who has always wanted to be a pilot, but hasn't been able to afford it yet, this is a very VERY important concept. I am a machinist in my day job. It's one of those jobs where sometimes you don't even know you are pushing the limits of what is possible until something breaks... or goes flying. It is rare to get any warning at all. One second everything is fine, the next second there is a 12 pound piece of metal flying at your head faster than you can blink. I've ruined tools and parts and once or twice bent the machine, but thankfully not been seriously injured. I have been doing this for 20 years and still, every time I run a new program or trying something new, am fully expecting this to be the one that bites me hard.
Finally saw this ... necessary or not I will be exploring what is available for stall warnings.. just incase i find myself in the moment i'll have a 'hey snap out of it feature' .... sure you can feel the controls getting sluggish and authority reducing on some birds but as Nikk expressed it does not take more than a fraction of a second to get in a bad way -- really glad he is still here with us and as the NTSB speaker said 199 lose of control accidents last year... 84 fatalities ... that is barely over 2 to 1 you die so be smart out there folks and don't let pride blind you to blatantly entering potential situations... No one wants to ever have to know another close friend who became a statistic...
It's not that this only happens to experimental or light GA planes. There was one air show ( may be Oshkosh ) where big military transport plane stall the wing in tight turn and flew straight into the ground ....
I think we need to remember to not demonize being "outside the cockpit." With all the new tech, a lot of pilots don't spend enough time outside the cockpit. I understand what Nikk is saying--that he didn't pay enough attention to the ASI--I get that. But let's not get hypnotized by our IPad. I also think it's more than a passing piece of info that he flattened the prop, leading to different airspeeds...wasn't used to them.
Trent and Nikk, it would be helpful if you would explain the difference between the "skidding turn" that Nikk was in when the stall occurred and the standard slip on final we all do to lose altitude quickly. From the vantage point we have looking up from the ground, what we see looks much the same but with a far different result. Glad you lived to tell the story Nikk, you've paid a hefty price for the mistake. Also curious Trent, how has seeing what happened perhaps changed the way you fly? Being a part of the Stol competition can't help but create situations where you are tempted to fly closer to the edge.
Can you clarify the statement Nikki made: "by the time I did that I was about 270 degrees the other direction, and the ground met me". Did the stall spin initially go left, then with the application of P.A.R.E, spin in the "other" direction . . . to the right?
Thank you Nikk for reliving that moment for the sake of everyone's safety. When something like that happens to good people, it makes you want to help them. Lucky for us, he lived to tell the tale. And who is Charlie and what spacecraft is he referring to?
Thank you for the video! Glad he is safe and recovered and here to help us stay out of this situation! Maybe it was discussed in the video but his description of the incident sounds like an approach turn stall much more than a spin. Is it possible max, relax, level, ball would have been the appropriate response as opposed to a spin recover like PARE?
A great pity about the sound on this in view of such an important message from a lucky survivor of the killer loss of control stall/spin situation,we can all learn a lot from this. Found this by accident and glad that it was recorded despite the quality issue.
Seems to me there are the key components that lead to an unrecoverable stall/spin. 1. Airspeed(slow) 2. Altitude(Low) 3. Attitude(high aoa, climbing, steep turn)
I'm curious to know if you are considering installing additional safety features in your next Kitfox like 5-point seat belt restraints, air bags, visual and audible stall warning annunciators, an AOA indicator, and wearing a flight helmet? These are readily available crash prevention or crash protection systems that should probably be utilized throughout general aviation. Thank you for sharing your story for the benefit of other pilots.
FlightChops has a very good video posted recently also on SA and LOC. I sub to Trent's channel and I'm very aware of Nikk's accident. Yet today (12 Oct) is the first time I saw this. Can it be re-titled to get more view's? So important, everyone should see it! JMHO of course...
II think a lot of recreational, sport and light sport type flying of various craft including hang gliders, homebuilts, ultralights etc,, stalling too high and low is such a common and amazingly violent way to end your flight or your life. What I mean is stalling too high to set it down on the gear. In a hang glider for instance a foot landing is practiced by getting your wing to stall just when your feet are about 5 inches off the ground.. If you're 30 feet off the ground that's both too high to meet the ground gently, and it's also too low to recover. But sport flying in general is often flying at the slow end of the envelope, and these pilot have to bring airspeed awareness up very high on the list. In a cabin-less craft like the hang glider and ultralight you have more awareness than any indicator or gauge gives you, as your ears are your pitot tubes, silence means you're moving slowly so you have direct awareness to it But In Nikk's plane you have to watch your a/s indicator, as your head isn't in the wind. Sailors understand that sound too. Seems primitive or even ridiculous or silly but it's really true, if you're behind a windshield your ears are not of any use at all! Keep your speed up Until your wheels are about to meet the runway of your choice. Such a tragic setback for Nikk and lost time, lost fun and too much pain and grief during the lengthy recovery.
Didn't hear this question so apologies if it's been asked before..... Will Nikk's injuries affect his commercial license progress, is he still going for it?
The sound system was great. Kevin didn't have a live feed from the PA system. It was from the "air". Maybe the EAA could video/audio tape the forums so the quality would be better. And yes,,,, it was much better "live".
Whoa.... flying at stall 10 ft above ground is part of what got you into a crash.. especially if you're doing manuveures that are not wings level ready to land in a safe place to land..... habit of stall training at altitude never low altitude is a thought process..... if you must do something special to land in a tight limited area then mitigate all risks .... only fly at stall speeds at low altitude when landing when you absoloutly must and if you can give yourself any margins DUI exactlythat every margin for error you can ..keep speed margins for safety and do not try to keep up with the Jones's.... I heard an operative word to consider...nikk said I was very checklist oriented..... that subconsciously could mean he knows he got complacent about the check lists before the crash .... or it could possibly mean I was list oriented until I crashed and now I'm not because I'm not flying..... use check lists in everything in your life you will become more productive and safer in all that you do including driving or shopping or achieving goals....
There are bits an pieces of what actually happened spread throughout the first 15 mins of this video, tight pattern, slow speed, then he talks about banking at 35 to 40 degrees and then climbing at 20 plus degrees. He was definitely way on the edge very low to the ground and he didn’t have a stall warning system (that comes out at about the 20 min mark). He says in response to the lack of stall warning question that you can feel it. But as a pilot I have to say I have been surprised a couple of times with the stall tone coming on and I hadn’t realized how slow I had got and you subconsciously maintain a horizon picture leading to increased angle of attack and slower airspeed. Personally I think him arguing that a stall warning wasn’t necessary was a little immature.
Julian vs I agree. Bottom line. He (and Trent) were having fun. Showing off for the cameras and it came back to bite Nikki. Flying has an element of risk, we (pilots) know this and accept it. But, some of us (maturity/age/ invincibility) disrespect it or become complacent...
Great assessment. He was in a bad flight attitude. Seems to me there are the key components that lead to an unrecoverable stall/spin. 1. Airspeed(slow) 2. Altitude(Low) 3. Attitude(high aoa, climbing, steep turn)
@@coreymalhiot2796 Exactly. This was more than just the advertised momentary laps in a normal pattern that we are being told could bite anybody. It is a case of horsing around while not watching the airspeed at low altitude. Possibly to look cool on video. Why not just say this straight out at the beginning instead of us having to figure it out.
Mark B. Trent admits that he thought it wasn’t fun to watch. Therefore he never recorded them. He said he would rethink that but I haven’t seen a safety brief in his videos. Glad he at least did this and the video he did after the crash.
and btw, you guys don't fly the plane for transportation, it's all about adrenaline. I drive my car to get from point A to point B. You fly to test your balls and then want to tell other people how to stay safe?... um if our going to die... here's how to do it nicely... haha
I have to say, in life in general, my track record of injury while chasing adrenaline or doing something I knew was sketchy from the start is pretty good. It's the humdrum day to day routine stuff that gets me hurt.
I would trust anything this kids say's Because he Never made any excuse - he excepted his mistake and had the Balls to tell thousands of people !!! Thank you Young MAN == KEN
Thanks, Kevin -- especially for the subtitles. I gave up on an earlier version of this due to sound issues.
My dream is to become a pilot. I have been learning RC planes for now as they are a little cheaper. ;)
However, this, as horrible as it is, is so eye opening and really makes me want to take this journey in my life very seriously. I truly hope you completely recover and get back in the sky soon Nikk! I can't wait to meet you all there as well! Great video! You are such a strong willed person!
I remember when Nikk's video about the accident came out. It was chilling.
I had, to my knowledge, one close call back in the late 80's. I had my PPL but not a lot of hours. I was doing pattern work at GXY. I was too high (thankfully) and in too close on my base to final turn so I did what you shouldn't do (not realizing it at first), I nosed down, in this case that was a good thing, over banked, and unknowingly had a lot of bottom rudder in. I glanced down at the instruments and saw the ball pegged (skid) and airspeed climbing. I corrected all of that and went around. If I had been at the right altitude the airspeed would have been lower and I might have become a statistic. That has event has stuck with me for a long time... Even today "center the ball" is stuck in my head...
I'm very glad to see Nikk making progress.
This video may very well have saved someones life. So thankful for Nikk sharing his story.
I've just recently discovered Trent and the Flying Cowboys and can't tell you how much I've enjoyed their air adventures. As a wanna-be pilot, I'd never had ANY interest in bush flying or STOL because it seemed so incredibly dangerous. But these guys have so much fun, I now want a PPL... and a Kitfox... at age 60!
I met Nikk - unfortunately through Trent's injury update video - and was completely stunned.
I so appreciate the telling of this story because it serves as a very powerful reminder that it CAN happen to anyone. The aviation community seems like a very close group who sincerely cares about one another. One sign of this is their willingness to educate. Thanks to you all.
Nikk - I wish you a continued, speedy recovery and look forward to future videos of you in the air.
Trent - Among many other things, you're a good friend. And you have a good one in NIkk.
I wish you both nothing but the best!
I started my Light Sport Training at 60 and finished my training in an almost new Kitfox. Compared to the airplane I started my training in, the Kitfox is easier to fly and land and stalls at 38mph in straight flight. I consider it a good first airplane for those reasons. I have done a lot of aggressive maneuvers at an altitude that allows recovery. I broke a lot of bones 31 years ago in a work related accident and don't want to go through that again. With that in mind I have thought a lot about Nikks crash while I plan for tailwheel conversion of my Kitfox. Flying is risky, but immensely rewarding. Good luck on your PPL!
@@GeorgeHardin Thank you, George. Wishing you blue skies and tailwinds, sir.
@@GeorgeHardin so if he was doing 85mph, turning or not, why did he stall?
@@ihateemael Since I was not there I can only guess at how Nikk's accident happened. Maneuvers close to the ground are thrilling, but you have very little time to recover.
Great job in posting this, THANK you much!!!!
I’ve been flying radio control aircraft for decades and still encounter loss of control. The only result is a broken plane. This year i plan to begin my private pilot training. My biggest worry is loss of control/stalls. Since i will be in the plane now, I want to be most careful. Your talk was invaluable to me. I’d heard about your accident and wanted to learn more. Your talk was great. Thanks.
Huge pair of stones for doing this video. Nice job guys! You two rock! Good luck with the recovery hope your flying soon!
Well done gentlemen, thank you so much for sharing, thank you Kevin for posting.
This forum was the #1 reason I came to Oshkosh. Trent and I had communicated via email and phone prior to the forum and I got to meet Trent and Nikk. I had the pleasure of sitting next to Nikk's dad and got to hear "his side" of the accident. Glad you're walking some Nikk. I hope to see you again. This forum will stick in my head forever.
Awesome that you guys did this Video, so glad Nikk is still with us and more importantly with his family, he seems like a really solid guy, all around good dude, from all the times I have seen him in your videos. Wishing him a quick recovery
I gave up on an earlier version. Glad this was posted, greatly improved. Thanks for posting.
Thank you for sharing Nikk, glad you're still with us brother!
Poor baby!! So glad he made it!!!
Thanks Kevin and thanks Trent and Nikk for talking about this. My mantra is 100% attention 100% of the time but we are all guilty of loss of focus from time to time. Glad to see you doing well Nikk.
Nikk, you have a big heat and a lot of courage to do this. You are a brave man. Bravo.
Good to hear that Nikk is recovering well. Congratulations for his courage and determination to make this accident a lesson to be a better pilot and to share it with everyone. And as a Radio Control "pilot" on small RC bush plane, I really begin to grasp and feel the loss of control due to excessive maneuver at low altitude. A simple distraction when turning and little bit too much movement, causes more turbulence and loss of lift. So I need to learn to stay more stable the more I fly at low altitude. So congratulation to all the real pilots for your concentration and perseverance to practice and always be watchful!
Thank you Trent to be there for your friend, and to always remind your audience about safety. You do it very well and in a nice way.
Welcome back! I saw you and Halie at Home Depot a few weeks back. I was going to say hi, but you guys looked really busy. I thought I would catch you at the register, but you guys were in and out fast.
Excellent presentation. I'm pleased that Nikk is recovering well. Youth has the benefit of faster recovery from trauma.
I've noticed in many Kit Fox featured bush pilot videos that many of the young male flyers are often performing extreme maneuvers close to the ground.
Of special concern are steeper turns at lower airspeed, and .....on - the - edge climb outs
It is not the cross controls or accelerated stalls that get you killed.... but being too close to the Earth when performing thes activities.
The sound was pretty inconsistent. Thanks for including the text. Made it much better.
Wow! Great job guys‼️‼️‼️
Great lesson that knowing *you* are the most dangerous one is an important mind set -- I think not just in flying but in many risky activities that you want to do for the long term. Risk (whether it's in a sport or a business or a stock trade) means many people will be hurt doing it, the thing that keeps it from being you is the constant calibration and vigilance, no matter how much experience you've got.
As someone who has always wanted to be a pilot, but hasn't been able to afford it yet, this is a very VERY important concept. I am a machinist in my day job. It's one of those jobs where sometimes you don't even know you are pushing the limits of what is possible until something breaks... or goes flying. It is rare to get any warning at all. One second everything is fine, the next second there is a 12 pound piece of metal flying at your head faster than you can blink. I've ruined tools and parts and once or twice bent the machine, but thankfully not been seriously injured. I have been doing this for 20 years and still, every time I run a new program or trying something new, am fully expecting this to be the one that bites me hard.
OMG that was so helpful, as a new pilot low time student my biggest fear is stalling and Loss of control..
Finally saw this ... necessary or not I will be exploring what is available for stall warnings.. just incase i find myself in the moment i'll have a 'hey snap out of it feature' .... sure you can feel the controls getting sluggish and authority reducing on some birds but as Nikk expressed it does not take more than a fraction of a second to get in a bad way -- really glad he is still here with us and as the NTSB speaker said 199 lose of control accidents last year... 84 fatalities ... that is barely over 2 to 1 you die so be smart out there folks and don't let pride blind you to blatantly entering potential situations...
No one wants to ever have to know another close friend who became a statistic...
It's not that this only happens to experimental or light GA planes. There was one air show ( may be Oshkosh ) where big military transport plane stall the wing in tight turn and flew straight into the ground ....
I think we need to remember to not demonize being "outside the cockpit." With all the new tech, a lot of pilots don't spend enough time outside the cockpit. I understand what Nikk is saying--that he didn't pay enough attention to the ASI--I get that. But let's not get hypnotized by our IPad.
I also think it's more than a passing piece of info that he flattened the prop, leading to different airspeeds...wasn't used to them.
So sorry brother
Trent and Nikk, it would be helpful if you would explain the difference between the "skidding turn" that Nikk was in when the stall occurred and the standard slip on final we all do to lose altitude quickly. From the vantage point we have looking up from the ground, what we see looks much the same but with a far different result. Glad you lived to tell the story Nikk, you've paid a hefty price for the mistake. Also curious Trent, how has seeing what happened perhaps changed the way you fly? Being a part of the Stol competition can't help but create situations where you are tempted to fly closer to the edge.
Can you clarify the statement Nikki made: "by the time I did that I was about 270 degrees the other direction, and the ground met me". Did the stall spin initially go left, then with the application of P.A.R.E, spin in the "other" direction . . . to the right?
Thank you Nikk for reliving that moment for the sake of everyone's safety. When something like that happens to good people, it makes you want to help them. Lucky for us, he lived to tell the tale. And who is Charlie and what spacecraft is he referring to?
At the beginning he was introduced as a space shuttle commander
in the credits Charlie Precourt's name is in small font, not sure why he was sitting up there with those "cowboys" in the first place?
Oh this audio is woeful !!
Thank you for the video! Glad he is safe and recovered and here to help us stay out of this situation! Maybe it was discussed in the video but his description of the incident sounds like an approach turn stall much more than a spin. Is it possible max, relax, level, ball would have been the appropriate response as opposed to a spin recover like PARE?
"And you don't think about safety ALL of the time"
A great pity about the sound on this in view of such an important message from a lucky survivor of the killer loss of control stall/spin situation,we can all learn a lot from this.
Found this by accident and glad that it was recorded despite the quality issue.
Seems to me there are the key components that lead to an unrecoverable stall/spin.
1. Airspeed(slow)
2. Altitude(Low)
3. Attitude(high aoa, climbing, steep turn)
I'm curious to know if you are considering installing additional safety features in your next Kitfox like 5-point seat belt restraints, air bags, visual and audible stall warning annunciators, an AOA indicator, and wearing a flight helmet? These are readily available crash prevention or crash protection systems that should probably be utilized throughout general aviation. Thank you for sharing your story for the benefit of other pilots.
FlightChops has a very good video posted recently also on SA and LOC. I sub to Trent's channel and I'm very aware of Nikk's accident. Yet today (12 Oct) is the first time I saw this. Can it be re-titled to get more view's? So important, everyone should see it! JMHO of course...
Is it possible to read about Nikk's leg injuries and what type of recovery/surgery he's going through in the healing process?
Trent Palmer's channel has Nikk explaining everything, over several episodes.
II think a lot of recreational, sport and light sport type flying of various craft including hang gliders, homebuilts, ultralights etc,, stalling too high and low is such a common and amazingly violent way to end your flight or your life. What I mean is stalling too high to set it down on the gear. In a hang glider for instance a foot landing is practiced by getting your wing to stall just when your feet are about 5 inches off the ground.. If you're 30 feet off the ground that's both too high to meet the ground gently, and it's also too low to recover. But sport flying in general is often flying at the slow end of the envelope, and these pilot have to bring airspeed awareness up very high on the list. In a cabin-less craft like the hang glider and ultralight you have more awareness than any indicator or gauge gives you, as your ears are your pitot tubes, silence means you're moving slowly so you have direct awareness to it But In Nikk's plane you have to watch your a/s indicator, as your head isn't in the wind. Sailors understand that sound too. Seems primitive or even ridiculous or silly but it's really true, if you're behind a windshield your ears are not of any use at all! Keep your speed up Until your wheels are about to meet the runway of your choice. Such a tragic setback for Nikk and lost time, lost fun and too much pain and grief during the lengthy recovery.
Do you think it might have had something to do with the placement of the Vortex Generators on the leading edge of the wing?
A skidding turn with added back pressure is how (sort of) you enter a snap roll. Nikk basically did a 3/4 snap into the ground.
Didn't hear this question so apologies if it's been asked before.....
Will Nikk's injuries affect his commercial license progress, is he still going for it?
With such an important topic it would have been nice for the EAA to have a better sound system.
The sound system was great. Kevin didn't have a live feed from the PA system. It was from the "air". Maybe the EAA could video/audio tape the forums so the quality would be better. And yes,,,, it was much better "live".
Sorry. The audio is kind of hard to hear. No stall horn?
Whoa.... flying at stall 10 ft above ground is part of what got you into a crash.. especially if you're doing manuveures that are not wings level ready to land in a safe place to land..... habit of stall training at altitude never low altitude is a thought process..... if you must do something special to land in a tight limited area then mitigate all risks .... only fly at stall speeds at low altitude when landing when you absoloutly must and if you can give yourself any margins DUI exactlythat every margin for error you can ..keep speed margins for safety and do not try to keep up with the Jones's.... I heard an operative word to consider...nikk said I was very checklist oriented..... that subconsciously could mean he knows he got complacent about the check lists before the crash .... or it could possibly mean I was list oriented until I crashed and now I'm not because I'm not flying..... use check lists in everything in your life you will become more productive and safer in all that you do including driving or shopping or achieving goals....
It's a shame they couldn't have sound with this video
slower plane means less time for corection
I am so glad Nikk is doing well. When is he going to get his new Kitfox from the Gofundme funds?
There are bits an pieces of what actually happened spread throughout the first 15 mins of this video, tight pattern, slow speed, then he talks about banking at 35 to 40 degrees and then climbing at 20 plus degrees. He was definitely way on the edge very low to the ground and he didn’t have a stall warning system (that comes out at about the 20 min mark). He says in response to the lack of stall warning question that you can feel it. But as a pilot I have to say I have been surprised a couple of times with the stall tone coming on and I hadn’t realized how slow I had got and you subconsciously maintain a horizon picture leading to increased angle of attack and slower airspeed. Personally I think him arguing that a stall warning wasn’t necessary was a little immature.
Julian vs I agree. Bottom line. He (and Trent) were having fun. Showing off for the cameras and it came back to bite Nikki. Flying has an element of risk, we (pilots) know this and accept it. But, some of us (maturity/age/ invincibility) disrespect it or become complacent...
Great assessment. He was in a bad flight attitude.
Seems to me there are the key components that lead to an unrecoverable stall/spin.
1. Airspeed(slow)
2. Altitude(Low)
3. Attitude(high aoa, climbing, steep turn)
@@coreymalhiot2796 Exactly. This was more than just the advertised momentary laps in a normal pattern that we are being told could bite anybody. It is a case of horsing around while not watching the airspeed at low altitude. Possibly to look cool on video. Why not just say this straight out at the beginning instead of us having to figure it out.
If you DO safety briefs.... record and SHOW SAFETY BRIEFS!!! Why is safety always 2nd priority???
Mark B. Trent admits that he thought it wasn’t fun to watch. Therefore he never recorded them. He said he would rethink that but I haven’t seen a safety brief in his videos. Glad he at least did this and the video he did after the crash.
Can’t watch, terrible sound.
and btw, you guys don't fly the plane for transportation, it's all about adrenaline. I drive my car to get from point A to point B. You fly to test your balls and then want to tell other people how to stay safe?... um if our going to die... here's how to do it nicely... haha
I have to say, in life in general, my track record of injury while chasing adrenaline or doing something I knew was sketchy from the start is pretty good. It's the humdrum day to day routine stuff that gets me hurt.