Of course having hindsight is pointless to him, but some things to note;
•It's a two stroke Pulsar, ie; fairly quick but has flaps.
•Motor gave first signs about five to eight seconds earlier (usually all you get) but he didn't seem to react until it run down to seizure?
•Interesting to note the rpm build up after lift off?
Not sure if overly coarse prop holding engine below powerband until speed attained, or prop set too fine and not loading the engine by climbing after lift off.
There is a third effect (which I know of from experience) that he may have 'cooked' the engine on the previous flight.
I inadvertently did this to a 582 some years back during a long descent, but as I didn't need any power for the rest of the landing, the engine kept going.
It was the next week that I took off, and the engine ran for about the same length of time as in the video, then started to drop off [by which time I was already picking options] before failing completely. I only lost one cylinder, so the motor ran for about eight~ten seconds at reduced power before stopping completely and against supposedly better judgement, I had began to turn back and got back on the strip.
•Can't see if he applied flaps to slow the glide (in a plane of that performance and with all the landing spots around him, best L/D glide clean, was not really needed. Look at all the roads below to the left, looks like a new estate, just roads, no houses.
•In a clean plane like that, and at the speed he was climbing, he didn't need to jam the stick forward to maintain speed, but still had a long 'This can't be happening to me!' moment.
In my failure, I had the nose level at the first change of engine note, and was already descending back to the strip before it stopped, had about 400ft
•Can't tell if he checked his ASI once in the glide, or just followed the programmed training of 'dive at the ground to maintain speed'?
As a side note, applying a little bit of flap (take off or less) while degrading the glide performance, gives you that little bit of extra washout, which can protect you a little from ham-fisted control inputs.
In my failure, I still had takeoff flap, about 10º
•Just before the final touchdown, he looked to have a lot of rudder on and almost locked to be dropping the left wing at impact?
I guess EVERY take off is a case of; 'I'm going down there, then there, then there, until you know you can get back, which might not be until turning downwind, or later!