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eSkyport
Добавлен 22 фев 2013
Citabria, Aviation, Aerobatics, Flight
Up is Down, Down is Up on 9-8-18
Golden Age Air Museum Flying Circus Airshow at Grimes Airport, Bethel PA 9-8-18
Просмотров: 592
Видео
Citabria Airshow 9-9-17
Просмотров 3706 лет назад
Citabria Aerobatics at the Golden Age Air Museum Flying Circus Airshow. www.goldenageair.org/
Fall Tour of Lehigh & Berks Counties along the I-78 Corridor
Просмотров 1606 лет назад
The HUGE building as the tour begins is the new FedEx Ground warehouse just north of the ABE Airport, you can just see the end of one runway in the lower left edge. The tour ends at the Grimes Airport home to the Golden Age Air Museum in Bethel PA. Enjoy the beautiful sky and fertile farmland as we follow Blue Mountain west in the Lehigh, Schuylkill and Lebanon Valley's which are the local name...
Formation with PeptoDismal the pink L-16
Просмотров 3366 лет назад
Citabria in formation with Aeronca L-16A restored and marked in stock USAF markings except the original silver color was replaced with pink by the gal who restored it.................high visibility and it grows on you. It was a perfect fall day, enjoy the view of the fertile Berks County farmland and the beautiful sky, in another week the trees will be at peak color.. The L-16 is an Aeronca 7B...
Formation with N6RB Farmer's Pride to Grimes 9-23-17
Просмотров 2686 лет назад
I particularly like watching Bob settle into his shadow on landing.........it was very striking to watch. Note my signature steep slipping 180 from downwind to touchdown at the end.
ABE 06 Arrival with slip 9-23-17
Просмотров 776 лет назад
Maintained cruise speed plus to the 13/31 intersection then executed a left forward slip (watch the shadow) to reduce to landing speed..........and still required power to taxi to Echo taxiway.
Ephrata to Myerstown in N6RB
Просмотров 2217 лет назад
NW of Ephrata to Middle Creek 2:30 to Elco 5:30 schools to Myerstown PA
Happy 40th Birthday N6RB (details below)
Просмотров 2047 лет назад
On 8-13-17 one day short of N6RB's first flight in 1977 with Bob Bush the builder in the cockpit and the myself the test pilot in formation we spent a delightful afternoon reunited. Bob began building 6RB, from plans NOT a kit, when he was 15 and completed it 8 years later after graduating from A & P Mechanics School and has now been flying the same plane for 40 years. I was honored to make the...
Family Ride Day & Tour of Berks County 7-30-17
Просмотров 707 лет назад
Six kids, four adults, fifteen rides and 4.6 hours logged, a busy afternoon with everyone smiling. This is Grace's ride, everyone's first ride followed the same route from Grimes Airport to Bethel 8:00, Rehrersburg 9:30, Tulpehocken High School 11:20, the Marous Estate 12:25, Penn-Bernville School/Jefferson Field 13:00, Bernville/Blue Marsh Reservoir 13:20 with Reading in the distance, Walnut D...
Bella's Farm Tour 7-12-17
Просмотров 557 лет назад
Bella liked the white horse she saw from the air, just as we first landed (5:15) she said "I don't want my ride to end"..................and it was her second ride.................like with last weeks seven consecutive merry go round rides we made one more trip around the patch.
Convair Field, Queen City Airport, Allentown PA, dedication 12 Sept., 1943
Просмотров 1,1 тыс.7 лет назад
Convair Field, Queen City Airport, Allentown PA, dedication 12 Sept., 1943
TBY-2 Seawolf, Consolidated Vultee, Allentown PA Plant, Queen City Airport
Просмотров 4,1 тыс.7 лет назад
TBY-2 Seawolf, Consolidated Vultee, Allentown PA Plant, Queen City Airport
ABE rwy 24 dusk arrival and night traffic pattern circuts
Просмотров 577 лет назад
ABE rwy 24 dusk arrival and night traffic pattern circuts
so the airlerons are the issue bcs nobody uses spoilers instead….spoilers would diminish all those problems to zero….from adverse yaw to dropping wings bcs of highAoA…..thanks for showing…the falling leave description was nice! thanks….so kicking the airplane out of a starting spin i had forgitten, thanks…but i.m low hour sadly…
I use this airplane‘s layout ( top struts…) for an Ultralight design and can use any advice for handling i can get, much apprechiated!
I want one of those models. Please tell me where to get one.
Too tight Hook Turnbacks are too dangerous, if power, is much safer to do the Teardrop Turnback.
Better man
Sir, would you happen to know anything about an airstrip/training camp off of Freemansburg Ave in Bethlehem Township during the war?
8:36 I am not an Ag pilot but this concept was taught to me by my instructor during my ppl training and is in my opinion the MOST important thing any pilot can practice in relation to spins/stalls. This concept for teaching that the use of rudder is key to leveling the wings during a stall recovery is incredibly important. Great video.
Thanks for this…really clear…72…just qualified PPL…in a tomahawk.🏴
thank you
I'm pretty sure this video has saved a couple of lives
Thank you for this life saving instruction.
absolute high level knowledge here
This subject needs to be a part of all ab initio flight school curriculum . In my time rudder emphasis was a part of stall recovery lessons.
This lends heavily to aerial fire suppression.
Isn’t it true that the adverse yaw created by the drooping aileron makes a lot of added drag to that wing slowing it down as well? I probably should go fly and feel this before commenting but thought opinions from others could be interesting. Such a great video, glad Juan linked to it.
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).
I learned more from this video, than all of my instructors combined ! Thank you Wayne Handley.
Blancolirio sent me here. Fantastic video that all pilots should watch..
Same 😂
Thank you Wayne for posting this, even if it was a couple decades ago, still holds true! I'm brand new to AG flying and I'm trying to watch every safety related AG flying video there is.
Instead of " Ride 'em, Cowboy!" , the caption is " Ride 'em, Rita!! " :-) Great flying, Tommy!
Better do Teardrop Turns, not Hammerhead Turns. Too many stalling on those. Specially when tired, dont to Hammerhead turns. Logical..
Who does hammerhead turns?
The pilot here was lucky to survive, never mind being able to fly again.
''...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.
It’s not easy to just drop a Garrett or Pratt turbo prop into an experimental airframe. The engines require different flight idle and blade angles for different aircraft depending on what your requirements are. Some even require additional hardware to change min blade angle for taxi verses min blade angle in the flare, there is more to it than meets the eye. Don’t mess around with them, you are going to skin your knee!
He should’ve mentioned A/C weight. Significantly decreasing recoverable altitude ..daylight and dark difference. covering of the stall (sloppy flying) practice was spot on . I’ll have to assume he was flying a completely empty 502.
nice tom
No offense to the workers at the Allentown plant, but it took too long to convert the plant and train the workers on how airplanes are built. The U.S. Navy should have had Vultee stop production of their marginal A-35 Vengeance dive bomber in early 1943 and start making this plane instead at the Vultee plant in Nashville, TN,. But that is part of the TBU/TBY story; too little, too late.
The delay was in working the bugs out of the TBU/TBY, while that was ongoing the plant was fulling engaged doing post-production mods to A-25s to get the staff fully trained. Vought had their hands full with Corsair development and production and so the Seawolf was handed off to Vultee which then merged with Consolidated before the project began. The Plant Manager, Project Engineer, Test Pilot and Flight Test Engineer all came from Consolidated and returned to Convair San Diego until retirement.
This thing is rare The footage is rare Even the plane is rare
Very informative, thank you.
Super fun ride!
Very informative. Glad this history was saved for all to enjoy. The Aeronca was a great airplane.
Nothing is more effective than wrong rudder.
Hey Tom, its George Binns, give me a call when you get a chance. 908-852-7111
Why do CFIs not make students fly some sessions using rudder only maneuvering? Most trainers are so forgiving that rudder use is almost optional. I learned to fly in the 70’s and my initial instructor had already had me soloing. Pete Harris who owned the FBO switched my instructor to a newly retired AF Col. who flew F-4s in Vietnam Nam. We did a flight which he ended in the first 15 minutes and told me I knew nothing about flying. He started me back at square one, tore down all the bad habits and trained me right. Hard on the ego but I’ve thanked him every day.
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.
Great information!!
Nice color promotional film made for Aeronca and thanks for sharing. I took "tail dragger" lessons in a '46 Aeronca at Boone, Iowa back in the late 1980s. The instructor had to "prop start" the engine with me at the controls ("switch off," "switch on," "CONTACT!"). The Champ was, as the instructor put it, "squirrelly" on a paved runway so we always took off from the grass strip. The 65 horsepower Continental engine turning a wood prop was somewhat anemic on a hot day for take off. The aircraft I trained in was not too stable in flight as I recall. In other words, if you let go of the joystick, the Champ would go anywhere, but straight and level so it was a "hands on" all the time plane. Very maneuverable fabric covered aircraft, however! A joy to fly once you mastered the take offs and landings.
he knows his stuff listen
I wish in the description, Posters would please post the year of production and other credits. Im sure this was not made in 2016. After carefully scrolling thru the end I saw 19XX but it is not legible with my eyes. It should be common courtesy to do this.
1996
Wow, fantastic flying, Tom!
Wish I could learn to fly from this man or someone like him.
Love the band!
Excellent video.
Women are best adapted to fabric work! ;-) Hilarious
I think they need to build the air cat’s more safer like taking an air racer like a p51D mustang and put all that into an air cat so the pilot has more control over the airplane at lower speeds and not have to worry about the stall roll witch I call the death roll but that’s me this was a very great crash corse on the stall turn and how to recover it
An air racing P-51D is arguable the most dangerous and difficult to fly aircraft devised by man.
Finalmente caschi di modello "Classic" o "Regular". Peccato che non siano di pelle!
Excellent!
Some CFI posted here years ago something like Do "Teardrop Turns" and avoid those flirting with a stall "Hammerhead Turns". Teardrop turns will add only a few seconds more to each pass. Better lose a minute in your life, than lose your life in a minute.
Thank you for posting this. I did my first private flying lessons here Feb-Jun 1970 via Lehigh U. AFROTC. Rushed to get my 35 hours in. Fondly remember the environs, but can't recall if there was one runway or two back then, so my search lead here, but I still haven't found the answer. Surprised to learn of it's Convair connection, which I don't recall ever knowing. A big Convair connection in San Diego where I have lived for 45 years.
Great instruction Wayne, Dad says hello!
Wayne handley and "the raven"
I'm not a professional pilot, but you mentioned something else at the end... fatigue. Bet you can't guess when I'm betting you'll be more likely to screw up, and more likely to botch the recovery.
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.
Excellent explanations by a very experienced ag pilot.