Turn Smart-Safety Briefing with Wayne Handley

today's modern AG planes have come a long way since the early days of underpowered aircraft that could barely take off let alone fly with a full load greatly improved structural designs of higher performance more dependable engines give today's an aircraft significantly improved crash worthiness and an increased margin of safety for the pilot but an AG airplane like any aircraft is only as safe as the pilot who flies it flying with an improper attitude making poor decisions and pushing the plane past its safety envelope can lead to serious accidents and in many cases fatalities getting in the habit of making turns that are too quick or too tight increases your risk of a stall which can lead to loss of control an extremely serious situation in Ag work since there's rarely sufficient altitude to recover over the past 10 years more than 200 AG aircraft crashes have been attributed to loss of control in fact loss of control during a turn is one of the leading causes of fatalities in Ag flying accidents the purpose of turn smart is to provide information about how and why these stall situations can occur and how to respond if you find yourself in this type of situation better an Ag pilot and aerobatic performer Wayne Handley flying his aerobatic plane the raven and a turbine air tractor 85023 will explain and demonstrate various maneuvers that can result in a stall along with helpful advice on how to recover if you find yourself in the situation Wayne will also cover the importance of not pushing your AG plane beyond its safety envelope most importantly however turn smart is designed to show you that with the productivity of today's modern aircraft there is simply no need to make high-risk turns there is very little to be gained and very much to be lost hello I'm Wayne Hanley I had the pleasure of being in the AG aviation business for 25 years and still maintain my affiliation with both the California and the N triple a since selling my AG business I've gone into airshow flying and do a little aerobatic construction in the wintertime the big difference is I see it between AG flying one of the big differences between AG flying and aerobatic flying is an an Ag flying we're flirting we're just testing the edge of the flight envelope out in the deep part of the turn an aerobatic flying we are intentionally and I emphasize intentionally we're going outside the envelope with an aerobatic airplane we intentionally go out we have the safety net of altitude and we have an airplane designed to do that with a very high roll rate when we're flirting with an aggie airplane we don't have the safety net we don't have the roll rate and it can be very dangerous sadly to say we're still losing several people every year and aircraft and these out-of-control situations it can happen to the high time pilots as well as the low time pilots and we're seeing that as a result probably of the development of some bad habits and you've got a bad habit working with you and you get a surprise such as an engine failure possibly an in-flight sulphur fire or you hit the wake from another airplane you're working with and you can get a real nasty surprise let's take a look at a couple of uncoordinated turns where I intentionally take the airplane past a maximum angle of attack I feel it's imperative that you accurately anticipate the control response if you do go outside the envelope I will establish a steep turn to the left I will use top rudder to slip the airplane and what airplane stalls which way will it roll we will do a skidding turn to the right which went will stop first which way will we roll if you had to think twice about which way the aircraft was going to roll in each one of those stalls I'd like to take you along for the rest of the ride now what airplane stalls which way will it roll over-the-top man it down we go which way we'll stop first which way will we roll right wing stalls we roll to the right takes left rudder our top booty relax the back stick and work good shape again let's use this model to illustrate the dynamics of a basic turn turning to the left if we slip the airplane the ball is going to go out to the left the right wing is retreated decreasing the airflow or the relative wind over the wing we've had to cross control we have right rudder now we use left stick lowering our right aileron which in effect increases our angle of attack this wing will stall first we're going to roll over the top and down we go let's come back now to the left turn and we skid the airplane ball goes out to the right left wing retreats decreasing the relative wind flowing over the left wing we have to cross control we're using the left rudder right stick now we have lowered our left aileron effectively increasing the angle of attack so this wing the inboard wing will stall in a skid the airplane is going to snap underneath and down we go okay in the flight demonstrations you've just seen I had altitude I intentionally stalled the airplane correctly anticipating which way the airplane would roll and came in immediately with the correct control input now if you're down in the working environment at turn altitude and you stall this airplane and do not come in immediately with the correct response the airplane will continue to roll and could very well impact the ground you may think that standing on the bottom rudder will give you the tightest turn wrong you're standing on a rudder you're compensating was stick so what do you have I'll run down aileron up rudder off to the side very inefficient way to fly an airplane very dangerous way to fly the airplane if you stall in this situation it's going to go underneath you've got to catch it with opposite rudder immediately the instinctive thing to do is pick up that wing with the stick when it drops you want to pick it up don't do that that lowers your aileron increases in the angle of attack on this wing making it virtually impossible to roll the airplane back up it's the misuse of rudder not to stall that causes the spin if I was making a coordinated turn and exceeded my maximum angle of attack and I get into the Buffett all I do obviously is release the back fresh or decrease my angle of attack and I'm flying again but if I'm skidding the airplane the skid will mask the Buffett to a degree and when that wing stalls we go underneath the corrective technique now is to step on the ball as we've skidded the airplane the ball goes out to the right we step on the ball opposite the direction of the rotation and the yaw when we step on the right rudder we swing the left wing forward increasing the airflow and we get the airplane flying again when we skid the airplane and snap it out of us out of a skid it's very similar to the aerobatic maneuver called a snap roll to show the correlation between a snap roll and a skidded turn stall I'm gonna come in with right rudder sliding the ball way out around we go back to level see a snap roll and a skidded turn stall have the same result get to the right balls out to the left stall the airplane around we go back the level to further reinforce the importance of rudder work I'd like to demonstrate a falling leaf maneuver we stall the airplane a straight and level flight and as the nose drops and one wing drops we catch it with opposite rudder as the left wing drops I catch it was right rudder as the right wing drops I catch it with left rudder and we've walked the airplane down using the rudder and the important thing here is if we do not allow the airplane to turn it cannot spin we're setting up for the falling leaf maneuver my back title I'm gonna stall the airplane continue to bring the nose up holding this altitude when the airplane stalls I'm going to hold the stick straight back and we're gonna walk it down with good if the left wing drops they come in with right rudder there's the right links down and catch it with left rudder right rudder we use the rudder against or any are left rudder right rudder relax the back pressure and we're out just like in the snap underneath out of a skid or the snap over the top if you use the opposite rudder for the roll in the direction of yaw and reduce release your back pressure you're back in good shape and the sidebar on the falling leaves if you do not allow the airplane to turn it cannot spin now let's discuss some of the problems and techniques associated with the higher risk turns such as your high trajectory wing overs or hammerhead turns okay I'm at 2,900 feet pulling power I'm gonna hold the altitude here and check the 1g level flight idle stall speed there it is a 65 now that we've established that the aircraft will stall at 65 miles an hour under these conditions I'd like to demonstrate a technique to be used if you came unhooked on the top of a high turn simply go to zero-g decrease your angle of attack zero-g a wing will not stall at zero-g if it's not working if you're not asking anything of the wing it will not stall there we go just to show that it's zero-g the airplane will not stall bringing it up from a hundred and fifteen there we are install speed 40 30 over the top at zero-g nose-down speeds back G's back I could pull out if you find yourself in trouble at the top of one of these high turns resist that temptation to hold it in the buffett get that airplane to zero-g be patient gain as much speed as you can let gravity work for you use full throttle the more speed you can acquire on the way down the more G you have available to effect your pull out we were going to do a hammerhead type term we pulled up out of the bill to the right reverse back over to the left drop some clubs have it unhooked right here we don't want to come in with any more back pressure relax the back pressure to let gravity work for us get some speed and then we can affect the pullout speed is life let's talk about a little common sense as it pertains to turn time just as an example and not as a standard I want to use the 30-second turn because it's easy math for me if we had a morning where we made a hundred turns and we were averaging 30 seconds and we're right on the edge through these 30-second turns then we backed it off ten percent now our turn time is 33 seconds we're much deeper in the envelope we're much more comfortable and we're much safer in the event of a emergency of any kind okay we've increased three seconds over these hundred turns we now have 300 seconds added to our day's work five minutes five minutes is all it amounts to and it's so easy to regain five minutes and your operation elsewhere I'll back it off 10% be a little deeper in the envelope and probably be a little less tired at the end of the day we've just covered a lot of information and looked at a couple of techniques on how to get out of trouble but the bottom line is that today's Aggie aircraft are so productive there's just no justification for jeopardizing your safety or your equipment on these high-risk turns

Channel: eSkyport

Views: 77,850

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Id: 2pGuoc11lxY

Length: 14min 20sec (860 seconds)

Published: Tue Aug 09 2016