Turn Smart-Safety Briefing with Wayne Handley 

Me too.

Same 😂

I did, but cant find the comment now..

You just did! 😀

Some cfi's and DPE's are only into teaching mild maneuvering. They avoid teaching what is hard for them, but very important hard maneuvers..

My initial CFI back in 1991 taught me the falling leaf in a C 172. I was taught young that rudder, not aileron, is the way to keep from spinning.

Flying around using rudder only is the epitome of "bad habit" Keeping your feet on the floor will keep you safe if you don't know what you're doing. The rudder exists only to keep the airplane nose and fuselage aligned with the apparent wind. I.e. not skidding or slipping (fishtailing). It can also be used to induce intentional slips for energy control (increase drag/improve forward view when landing). But most people abuse the rudder and end up skidding. Which is lethal. Flying sessions where rudder is used as the only means of control is the definition of training one's own feet to kill then someday in the classic base-to-final turn.

but even the best can come undone, he was very lucky to survive the turbo raven crash, it wasn't because of his piloting skill though he had some type of mechanical issue that effected the prop pitch angle.

@@gogogeedus IIRC, the prop did not come out of beta (reverse pitch). Small world...Waynes dad, Dr. Handley, delivered my wife into this world in 1961!

@@OhMySack What was the issue that caused the hard landing?do you know!,yes its a small world.Hes got safe hands hence the name.

@@gogogeedus I don't recall specifically what caused the failure but I'll ask my buddy I fly with as he was working in Wayne's shop during or just before that time and I think he knows some details.

you probably dont care at all but does someone know a way to get back into an Instagram account? I stupidly forgot my account password. I would appreciate any help you can offer me

exactly!

yes it adds drag thats exactly why you don't want to pick a stalling wing with the stick like he said, you can only pick it up with opposite rudder.

Aileron deflection generates drag. Up-aileron deflection, at positive angle of attack, generates forward thrust due to negative lift-vector being angled forward. Adverse yaw is due in part to both forward thrust of up-going aileron and excess induced drag of downward deflected aileron. Both generate forces opposite to desired turn direction.

@@EllipsisAircraft Yes, any and all control surface deflections make drag, but using it as a benefit can be hard for people to understand. I've been able to help other pilots with their crosswind technique and understanding by doing a fast taxi on a no wind day, and showing full aileron deflection in both directions, showing how much side force you can feel it put onto the nosewheel, it really helped them understand why you begin the takeoff roll with full aileron deflection towards the wind, and how it helps cancel out the effects of the wind hitting the vertical stabilizer trying to turn the plane into the wind. Then it clicks for them how you can fly with the wing slightly low into the crosswind, and opposite rudder if done correctly makes the plane straight with the runway for landing. I really struggle with explaining it, especially in writing, thanks for your reply.

@@waynenocton absolutely! It's incredible how much control ailerons give you when taxiing. Especially tailwheels. I have 100h Citabria time. I'm aways amazed how much yaw authority those ailerons provide on the ground! Slow flight is another great place to show "feet on the floor" adverse yaw (and aileron induced spins).

1996

you have absolutely no idea what you are talking about haha. really? a p51D has elliptical wings, learn your facts before posting shit

An air racing P-51D is arguable the most dangerous and difficult to fly aircraft devised by man.

Managers pushing the pilots to the most dangerous turns to save a few seconds on each turn, even if that can kill you. Those guys should be shot for pushing pilots to die for a few minutes saved on each load..

There's not much time between hero and zero when you are that low to the ground, and being tired would not help.

These guys work 16-18 hour days during peak busy season. You have about 6 weeks per year to pay for a $2M plane.

''...the Turbo Raven was destroyed after the engine failed to deliver power during one such approach at the California International Airshow at Salinas Municipal Airport. He was seriously injured, but made a full recovery, and was flying within a month after the accident. Handley continues to train, coach, and evaluate aerobatic students and airshow pilots from the ground and in flight as well as presenting safety seminars on spins and unusual attitudes.[4]...''

PT6-A is not made for airshow aerobatics. The propeller gave out and went flat-pitch in a vertical down-line maneuver. He had no excess thrust to accelerate beyond a certain low speed.

Who does hammerhead turns?