I was looking through his page. He is not well liked. He appears to have all hazardous attitude signs. If he does fly again he is probably going to be a smoking hole in the ground eventually and I hate to say that. He drives reckless in his Ferrari and that tattoo on his right arm says life is a game play it, so that gives you some insight on mindset.
if you have time for tattoos and videos but no time to learn anything about aviation it may easily end like this... showing off is better while sitting on the ground...
Hi. Spanish and Catalan speaker here. There's nothing relevant to translate from his videos. He was famous for driving supercars and being unfriendly with cyclists (this is how his youtube character was, I don't believe he was like this, but it worked to get followers). Anyway, he got the microlight license some months ago and started to upload aviation content. The guy is from Andorra, but he has been living in Spain for the last months and got the license there. He is now blaming microlight aviation regulations in Spain, argueing that he has not been trained properly on stall and spin recovery. The accident took place in a small light aircraft airfield called Viladamat. Rwy configuration 09-27 and 18-36, late afternoon, before dusk. He landed on 09 for a touch n' go, and shortly after takeoff, he turned hard for rwy 36, so I think the video is shot on upwind rwy 36. I have no idea of what his intentions were, but he was known for doing all kinds of weird low altitude maneuvers, so most probably he was trying to land on 09 again, but who knows... He explains that the aircraft suddenly lost all the lift and he tried to recover and because of his maneuver they both saved their lives and bla bla bla. Basically, it's all bullshit just to have lots of pilots leaving comments on his channel and IG account because, honestly, I don't believe that he doesn't know that it was his fault and and he fucked everything up. All his videos are an example of what not to do, precious content for flight schools, and even though many pilots warned him, he disregarded all advice and continued being an asshole in command until he and his girlfriend crashed.
This was pretty much a how to on how to do everything wrong on an approach. Why so low? Why so slow? Why shoving the power in and out? Pretty much unstable in every way. I hope there wasn’t a CFI in the plane that allowed this situation to happen.
He induced that spin with two things as far as I can tell: * First - When the wing drops and he goes from no power to full power all at once- torque induced left turning tendency anyone? * Second - At 02:04 (and I could be wrong) it sure looks like as he adds that power he also goes hard right aileron and may even be pulling back on the stick. Nothing in this video is good technique as far as I'm concerned.
I noticed it looked like he pulled back also but I had to wonder if it was him actually falling forward, ..like did he have his seat belt on? All I can say is it gave me the creeps when you see the plane dive straight down and that close to the ground, not much time to recover. Great video for the sake of learning! (Not trying to be dark, just stating) Glad they lived!
This is why as a Pilot, even during my early years, I was always more comfortable with keeping my speed up. Sometimes in Aviation speed doesn't kill. Great content, keep it up
I agree but not if he posts multiple times per day. He needs to spread them out so he posts once a day to get better views etc. love the channel regardless!
I’m only four hours into my LAPL, but intuitively, pulling power out in a bank (especially back to idle by the sounds of it) feels like an incredibly bad idea
Especially so low. Reduce power is one thing, cutting back to idle is just wild, he wasn't even trying to descend, he pulled up while giving throttle too. None of this video makes sense to me
For what it's worth... Yes, this dude is a fool of the highest order. But... Actually power in or out if you do a steep bank and do not pull the nose up to maintain altitude you will not increase wing loading and therefore will not increase stall speed. You will, of course, lose altitude. All those charts about stall speed increasing in a bank are missing the asterisk statement: *while maintaining altitude So if it ever helps, remember that if you do a steep turn and power isn't an option (say engine failure) and you have altitude to spare (mah man here did not) you can go really steep in the bank without stalling, just DO NOT pull the nose up. Let it drop. Happy flying. 👍
If pulling the power in a turn induces a stall you were way too slow to begin with. Fly the proper speeds for the approach and use power to adjust your decent rate. You should already know what power setting gives you the proper decent rate and then you should only need minor throttle adjustments to fine tune things. Going from idle to full throttle and back again shows this guy didn’t have a clue what he was doing.
@CFIIMunden there's literally no relation between bank angle and stall speed. You can be at 90° (or any bank angle for that matter) at 10kt airspeed and not be stalled. This point gets drilled pretty hard in upset recovery training and is an interesting maneuver to demonstrate. A Vg diagram is a good tool to illustrate this fact. The misunderstanding usually occurs when someone simultaneously wants to maintain altitude while increasing bank angle. In this scenario, the load factor increases - increasing the stall speed.
Bro HOW did they survive THAT?? My buddy is a roof worker and fell 8 feet off a roof and was paralyzed but these people fall from 200 feet and they are completely fine with minor injuries??
There was no stall horn nor any extreme buffet before the stall. I don’t think this was a matter of airspeed at all. Instead it was a skid stalling the inside wing of the aircraft and snap rolling it to the left. If you notice early in the left turn his bank is only a couple of degrees and his rate of turn is far in excess of what it should be. It appears he is stepping heavily on the left rudder and when he does this he essential blocks the left wing from the relative wind with the fuselage. This coupled with a heavy input on down aileron stalls the low wing, the left wing, and the right wing which is still “flying” flips the plane over into the spin. The reason we can slip and not skid safely is that the high wing in a slip is the one that is getting blocked by the fuselage and will stall first which would bring it back into “clean” air and unstall it.
Stall spin only happens with UNCOORDINATED flight, which tends to happen in turns, in gusts and with uncoordinated rudder inputs. Otherwise it's just a normal stall, which is still not good at low altitudes but better than a stall spin.
I believe this is a Tecnam P92 based on the interior, that’s the plane we fly at our school. And I can tell you from experience, when the plane starts to stall, one of those wings will drop before the other
Is it just me or is he holding left rudder the entire time? Watch the bank angle when he initially starts the left turn....almost flat! So, if he's already holding that rudder, it won't take to much persuasion to drop that left wing completely when speed gets low and or the lose comes up
Level wings reduce wing loading and angle of attack. Left turn worse than right turn because P factor working against you when power added and need rudder to neutralize. Don't be aggressive with nose up control since reloading wings can stall again. No unintentional spins or stalls in 46 years. Knock on wood.
a CFI should point out that he had full right aileron when the left wing was down and about to stall. this effectively increased AOA on the left wing with down aileron and decreased AOA on the right wing with raised aileron. this is the main reason why he spun. he may have avoided the left wing stalling before the right if he used more rudder instead of aileron before the stall. it is actually his incorrect usage of rudder prior to the stall that got him into this nightmare. if he had used more rudder and little or no aileron before the left wing stalled it may have kept him out of trouble. i find a shocking amount of zero awareness of aileron input or just plain incorrect use of aileron whenever a pilot gets overloaded with flying the aircraft. this pilot also had zero awareness of his power/pitch/airspeed management.
There are few things in the world that will humble you as fast as aviation can and will if you are not careful. Im glad they didnt die at least. Also no stall warning?
Lucky guy....he seemed distracted ....was he even in the pattern....if he was, he was too low and too slow...easy to have happen though...best to be at pattern altitude when turning base and start heading down then, not before.
Im a 30hr student pilot so i don't know what I'm talking about whatsoever but I suspect if he had left the power in he would've been fine. When he pulled the power though he basically killed his lift. Then he tried to correct it with the aileron and the power but by that time that probably made it worse. Yes the aileron deflection on the left wing would've given him a little extra lift but it also would've caused induced drag, pulling the left wing bacwards, while the sudden power would've caused a rapid increase in torque, rotating the plane. On top of all that he pulls back on the elevator. Pretty much only thing he did right was the right rudder but at that low of an altitude I doubt even the perfect recovery inputs would've saved him once that left wing was stalled. Again I don't know shit so i could be way off. These videos scare the shit out of me. I swear to god I aint never banking more then 20 degrees on turn to base and base to final, nope nope nope.
@excellenceinanimation960 Tecnam p92 ULM certified (not General Aviation). Tail number EC-GD6. In Spain, ultralight regulations limited the MTOW for these type of aircraft on 450kg, but it has recently changed to 600kg MTOW.
Why pilots continue to film themselves right to the point of impact is beyond me. This makes the FAA and NTSB job way easier. Yeah, why reduce power in a turn and low to the ground to top it off.
And SSI wont give him shyt for the work time he's missing, what a joke that they can just keep you waiting until you're healed and then say piss off to the five years you couldn't work, that's how normal people end up homeless and talking to themselves on the street🤷
Sounds good to me- have to remember that Munden is puting out videos daily and that is quite time consuming. In regards to video- wtf man, why is he flying soooo low and slow; his approach techniques are dangerous and I’d never fly with a dude like this. Highly recommend reading stick and rudder and more supervised flight training.
Why do you keep saying spatial disorientation??? Has nothing to do with this accident. You can clearly see as he approaches critical angle of attack, he is actually loading the wings by pulling back vs unloading the wings by pushing nose down…he did push forward but the wing was already stalled; too late.
Thanks for posting! Wow!
Check out the ground rush natural reaction to pull hard...
I was looking through his page. He is not well liked. He appears to have all hazardous attitude signs. If he does fly again he is probably going to be a smoking hole in the ground eventually and I hate to say that. He drives reckless in his Ferrari and that tattoo on his right arm says life is a game play it, so that gives you some insight on mindset.
Yeh he said he will never fly again and says how dangerous flying is lol only his fault
What a dumb tattoo lol
if you have time for tattoos and videos but no time to learn anything about aviation it may easily end like this... showing off is better while sitting on the ground...
where does he live? you can get a good deal on that ferrarri when he makes that smoking hole in the ground!
@chucklemasters6433 too late. I think he sold the Ferrari while he was in the hospital. At least this is what he posted on IG.
Hi. Spanish and Catalan speaker here. There's nothing relevant to translate from his videos. He was famous for driving supercars and being unfriendly with cyclists (this is how his youtube character was, I don't believe he was like this, but it worked to get followers). Anyway, he got the microlight license some months ago and started to upload aviation content. The guy is from Andorra, but he has been living in Spain for the last months and got the license there. He is now blaming microlight aviation regulations in Spain, argueing that he has not been trained properly on stall and spin recovery. The accident took place in a small light aircraft airfield called Viladamat. Rwy configuration 09-27 and 18-36, late afternoon, before dusk. He landed on 09 for a touch n' go, and shortly after takeoff, he turned hard for rwy 36, so I think the video is shot on upwind rwy 36. I have no idea of what his intentions were, but he was known for doing all kinds of weird low altitude maneuvers, so most probably he was trying to land on 09 again, but who knows... He explains that the aircraft suddenly lost all the lift and he tried to recover and because of his maneuver they both saved their lives and bla bla bla. Basically, it's all bullshit just to have lots of pilots leaving comments on his channel and IG account because, honestly, I don't believe that he doesn't know that it was his fault and and he fucked everything up. All his videos are an example of what not to do, precious content for flight schools, and even though many pilots warned him, he disregarded all advice and continued being an asshole in command until he and his girlfriend crashed.
I think he meant to say he wasn’t trained properly on stabilized approaches and stall/spin avoidance.
Why did he reduce so much power?? Sounded like going idle.
Used up all his carbon credits. How dare he!
U-Turn at the traffic light perhaps?
Seems like he was late on the turn and thought reducing power would help him turn quicker.
This was pretty much a how to on how to do everything wrong on an approach. Why so low? Why so slow? Why shoving the power in and out? Pretty much unstable in every way. I hope there wasn’t a CFI in the plane that allowed this situation to happen.
He induced that spin with two things as far as I can tell:
* First - When the wing drops and he goes from no power to full power all at once- torque induced left turning tendency anyone?
* Second - At 02:04 (and I could be wrong) it sure looks like as he adds that power he also goes hard right aileron and may even be pulling back on the stick.
Nothing in this video is good technique as far as I'm concerned.
I noticed it looked like he pulled back also but I had to wonder if it was him actually falling forward, ..like did he have his seat belt on?
All I can say is it gave me the creeps when you see the plane dive straight down and that close to the ground, not much time to recover.
Great video for the sake of learning! (Not trying to be dark, just stating)
Glad they lived!
@BO-dc4xg i see a buckle. He pushes forward, briefly, but then, after pushing mix, pulls hard back.
This is why as a Pilot, even during my early years, I was always more comfortable with keeping my speed up. Sometimes in Aviation speed doesn't kill. Great content, keep it up
speed is life
and altitude is life insurance!
You can tell this channel is going somewhere. Keep up the hard work, friend. Clear skies ahead.
I agree but not if he posts multiple times per day. He needs to spread them out so he posts once a day to get better views etc. love the channel regardless!
Much appreciated!
@@CFIIMunden I'd like to see some more original content and not just all "CFI reacts" videos. 👍🏻
@ soon to come !
I’m only four hours into my LAPL, but intuitively, pulling power out in a bank (especially back to idle by the sounds of it) feels like an incredibly bad idea
Especially so low. Reduce power is one thing, cutting back to idle is just wild, he wasn't even trying to descend, he pulled up while giving throttle too. None of this video makes sense to me
For what it's worth...
Yes, this dude is a fool of the highest order. But...
Actually power in or out if you do a steep bank and do not pull the nose up to maintain altitude you will not increase wing loading and therefore will not increase stall speed. You will, of course, lose altitude. All those charts about stall speed increasing in a bank are missing the asterisk statement: *while maintaining altitude
So if it ever helps, remember that if you do a steep turn and power isn't an option (say engine failure) and you have altitude to spare (mah man here did not) you can go really steep in the bank without stalling, just DO NOT pull the nose up. Let it drop.
Happy flying. 👍
If pulling the power in a turn induces a stall you were way too slow to begin with. Fly the proper speeds for the approach and use power to adjust your decent rate. You should already know what power setting gives you the proper decent rate and then you should only need minor throttle adjustments to fine tune things.
Going from idle to full throttle and back again shows this guy didn’t have a clue what he was doing.
Get an angle of attack indicator and your days of stalls are over if you use it properly. You will also get the most efficiency out of your wings.
Correction at 2:20 bank angle does not affect stall speed. I think what you were looking for is, "load factor" affects stall speed.
@@johnhartley5261 correct thank you. A better way to explain it is that an increase in bank increases the load factor which increases our stall speed.
@CFIIMunden there's literally no relation between bank angle and stall speed. You can be at 90° (or any bank angle for that matter) at 10kt airspeed and not be stalled. This point gets drilled pretty hard in upset recovery training and is an interesting maneuver to demonstrate. A Vg diagram is a good tool to illustrate this fact.
The misunderstanding usually occurs when someone simultaneously wants to maintain altitude while increasing bank angle. In this scenario, the load factor increases - increasing the stall speed.
Lots of people don’t understand this, if the wing isn’t loaded no danger.
In any phase of flight if unsure, then stick forward , nose down.
Bro HOW did they survive THAT?? My buddy is a roof worker and fell 8 feet off a roof and was paralyzed but these people fall from 200 feet and they are completely fine with minor injuries??
They were wearing harnesses to protect them somewhat, your buddy had his face 😊
C'mon man, that was uncool@@Yumbutteredsausage
Good ol social media pilots
Full power from idle caused left turn and he was too late with right rudder.
There was no stall horn nor any extreme buffet before the stall. I don’t think this was a matter of airspeed at all. Instead it was a skid stalling the inside wing of the aircraft and snap rolling it to the left. If you notice early in the left turn his bank is only a couple of degrees and his rate of turn is far in excess of what it should be. It appears he is stepping heavily on the left rudder and when he does this he essential blocks the left wing from the relative wind with the fuselage. This coupled with a heavy input on down aileron stalls the low wing, the left wing, and the right wing which is still “flying” flips the plane over into the spin. The reason we can slip and not skid safely is that the high wing in a slip is the one that is getting blocked by the fuselage and will stall first which would bring it back into “clean” air and unstall it.
Great break-down. Subbed!
Stall spin only happens with UNCOORDINATED flight, which tends to happen in turns, in gusts and with uncoordinated rudder inputs. Otherwise it's just a normal stall, which is still not good at low altitudes but better than a stall spin.
I believe this is a Tecnam P92 based on the interior, that’s the plane we fly at our school. And I can tell you from experience, when the plane starts to stall, one of those wings will drop before the other
Looked like a combination of going idle, nose high, in a left turn which resulted in a stall which he didn’t recover from soon enough.
Is it just me or is he holding left rudder the entire time? Watch the bank angle when he initially starts the left turn....almost flat! So, if he's already holding that rudder, it won't take to much persuasion to drop that left wing completely when speed gets low and or the lose comes up
Level wings reduce wing loading and angle of attack. Left turn worse than right turn because P factor working against you when power added and need rudder to neutralize. Don't be aggressive with nose up control since reloading wings can stall again. No unintentional spins or stalls in 46 years. Knock on wood.
That was perplexing.....has he ever had any training at all? What in hell?
You can see how uncoordinated he is! And adding that power so suddenly was the end of that flight.
He looked completely distracted in his final turn, prior to the spin. I felt really uncomfortable watching his reactions.
This is exactly why you never fly even close to the stall speed. One way of staying away from trouble (even though you can stall at any speed ) ;)
a CFI should point out that he had full right aileron when the left wing was down and about to stall. this effectively increased AOA on the left wing with down aileron and decreased AOA on the right wing with raised aileron. this is the main reason why he spun. he may have avoided the left wing stalling before the right if he used more rudder instead of aileron before the stall. it is actually his incorrect usage of rudder prior to the stall that got him into this nightmare. if he had used more rudder and little or no aileron before the left wing stalled it may have kept him out of trouble. i find a shocking amount of zero awareness of aileron input or just plain incorrect use of aileron whenever a pilot gets overloaded with flying the aircraft. this pilot also had zero awareness of his power/pitch/airspeed management.
@@chucklemasters6433 great comment thank you
Flown in these, typical kit planes, no weight, no momentum energy if you pull power back. Can't remember what they are called. Nice to fly generally.
That's it Jabiru, come in 2 and 4 seaters. Rotax engine.
There are few things in the world that will humble you as fast as aviation can and will if you are not careful. Im glad they didnt die at least. Also no stall warning?
Reduce power while banking was His mistake,only way to do this is by having plenty air speed which clearly isn't the case
Power: ⬇️ Plane: ⬇️
The other thing he did in that last moment (in desperation) was pulled the stick back to his belly
This man forgot that his ONLY job was to fly the plane.
I was hoping you'd talk about this!
He was already too low and too slow when he pulled the power.
Airspeed, and not altitude, is life until high enough to recover from inadvertent stall and spin.
Someone should tell that guy that there are old pilots and bold pilots, but no ‘old-bold pilots’ and there’s a reason why.
He wasn't a bold pilot. He was an incompetent pilot. I think there's a difference.
Lucky guy....he seemed distracted ....was he even in the pattern....if he was, he was too low and too slow...easy to have happen though...best to be at pattern altitude when turning base and start heading down then, not before.
Where is the rest of the video?
Im a 30hr student pilot so i don't know what I'm talking about whatsoever but I suspect if he had left the power in he would've been fine. When he pulled the power though he basically killed his lift. Then he tried to correct it with the aileron and the power but by that time that probably made it worse. Yes the aileron deflection on the left wing would've given him a little extra lift but it also would've caused induced drag, pulling the left wing bacwards, while the sudden power would've caused a rapid increase in torque, rotating the plane. On top of all that he pulls back on the elevator. Pretty much only thing he did right was the right rudder but at that low of an altitude I doubt even the perfect recovery inputs would've saved him once that left wing was stalled. Again I don't know shit so i could be way off. These videos scare the shit out of me. I swear to god I aint never banking more then 20 degrees on turn to base and base to final, nope nope nope.
You got right. Plus, differential drag on the wings is going to overcome rudder most times.
power is a pro spin input too
Why did he provide the evidence against himself? Bad judgement, Tattoo graffiti may confirm his judgement.
Life is a game, go ahead bro and play on.
Flight Instructing is the most deadliest teaching profession.
Why chop the power like he did ? Just crazy . Rip dudes
I’m so done with planes I rather ride horses back n forth to cali
The guy didn’t even notice he was at stall speed.
What aircraft was it? It feels like he is going decently fast I'm surprised it stalled. it looks like he was turning for the airport.
@excellenceinanimation960 Tecnam p92 ULM certified (not General Aviation). Tail number EC-GD6. In Spain, ultralight regulations limited the MTOW for these type of aircraft on 450kg, but it has recently changed to 600kg MTOW.
Dude did everything wrong
Get spin training and learn about SSP. Stall stick position.
Why pilots continue to film themselves right to the point of impact is beyond me.
This makes the FAA and NTSB job way easier.
Yeah, why reduce power in a turn and low to the ground to top it off.
i thought his engine failed
Whatever you opinion about Dan Gryder, his DMM makes a lot of sense, specifically close to the airport or in the pattern 🥱
Yes, love the DMMS ideology!
This is a scary video!!
Get the nose down? The nose is already down. How about “yoke forward”?
i dont even fly and know hes a fool. cut way too much power and too tight of turn.
Knowing that means u definitely would be a better pilot than that 🔔🔚 😂
And SSI wont give him shyt for the work time he's missing, what a joke that they can just keep you waiting until you're healed and then say piss off to the five years you couldn't work, that's how normal people end up homeless and talking to themselves on the street🤷
Sounds good to me- have to remember that Munden is puting out videos daily and that is quite time consuming. In regards to video- wtf man, why is he flying soooo low and slow; his approach techniques are dangerous and I’d never fly with a dude like this. Highly recommend reading stick and rudder and more supervised flight training.
THat Bank.
Why do you keep saying spatial disorientation??? Has nothing to do with this accident. You can clearly see as he approaches critical angle of attack, he is actually loading the wings by pulling back vs unloading the wings by pushing nose down…he did push forward but the wing was already stalled; too late.
Agree
lol no one said spatial disorientation……
😂 one of the early comments said “classic spatial disorientation..”. He probably deleted his profile after I pointed out-)
Whoa! Surreal. You need a better 🎤
Yeah man, agree. @CFIIMunden we gotta figure out how to help you get better audio levels :)
Deeeeeyum
Classic case : Spatial disorientation