When did you know you wanted to be a pilot?

I was born in 1939 and my first memories are of the aircraft of that era, on training flights over our house. I was enamoured with the military pilots and my imagination went wild with the "box" airplanes I so lovingly built. With those "box" airplanes, I flew on countless missions and courageously fought battles in the sky, but I always came back victorious. So, for as long as I can remember, I have wanted to take to the skies in my very own airplane, a real one, just like those pilots of yesterday, who ignited a passion as they flew over a little boys head!

What prompted you into becoming an aerobatic pilot?

I enjoyed aerobatics during my military flight training, but I was not in a financial position to buy my first aerobatic aircraft until I reached the age of 44. That was when I purchased a Pitts Special and started flying in International Aerobatic Club (IAC) competitions. Two years later, in 1985, I was flying in my first air show and by 1989 I had flown my last IAC contest, and began concentrating on my air show sequences.

How long did it take you to get to the level you are today?

Aerobatic flying, such as it is, takes a tremendous amount of time and dedication to "perfect." There is no short cut. It has taken until today to reach my present level of competency and even now, I'm always trying to understand and articulate each manoeuvre a little better, so that I might be more effective at passing along the "tricks of the trade" to a younger generation.

Who has been your source of inspiration throughout the years?

Leo Loudenslager was "The Man," when I first started out, but I have watched with great interest, all of the top performers. To name but a few; Patty Wagstaff (who I started in competition at the same time, and I always appreciated her rise to the top), Bob Hoover, who has always been my number one role model in so many ways, and Sean Tucker, who has the best work ethic in the air show industry and has built a very effective support team. When it comes to advancing and perfecting new manoeuvres, Rob Holland is the leader of the pack.

What has been your favorite aircraft and why?

My favorite plane to fly is usually the one I'm in at the time, but going back in time, the FJ Fury (Navy version of F-86) was a great flying machine. My original Raven and the Extra 300 are both sweethearts, but the one that holds a special place in my heart would have to be the Turbo Raven. Its speed and brute power set it apart from any other civilian aircraft to date.

What is the hardest manoeuvre you've ever had to perform and why was it so difficult?

The hardest manoeuvre I have have had to perform was a tumble in my original Raven. Back then, it took me two years to figure out how to tumble the aircraft. I knew it could be done because I had seen a video clip of Patrick Parris tumbling a Cap. His tumble was so perfect that it was like someone had taken a gentle hold of each wingtip and spun him gracefully through the sky, like a falling star. Not understanding the aerodynamics of the manoeuvre cost me a lot of gas in those two years. Now I can teach it in one flight.

The Turbo Raven was a truly remarkable aircraft. In your mind, what made her so special?

The Turbo Raven was so special because of its thrust-to-weight ratio. I developed the Turbo Raven to be the only airplane on the air show circuit capable of climbing straight up, stopping in the vertical hover, then continuing to climb straight up. It takes a great deal of "break-away" thrust to be able to accomplish this. When I demonstrated the "vertical stop and go," my weight was down to 1,900 pounds and the prop was generating 2,800 pounds of thrust. The manoeuvre requires much more than a slightly positive thrust-to-weight ratio.

How have aerobatic aircraft changed over the years? Would you say that all the changes are positive?

The new composite materials have done the most to improve the latest generation of aerobatic aircraft. Power improvements are relatively modest, but being lighter and stronger, along with more aggressive control surfaces, the new airplanes are providing platforms for new and exciting manoeuvres.

Wayne, when you're not teaching budding aerobatic pilots, what do you like to do in your free time?

My main focus in life now is teaching unusual attitude recognition and recovery, along with how to do the more advanced gyroscopic "flippy-floppies." I no longer jump in the Extra and go out for solo aerobatic flights for my own enjoyment. Instead, I'll use that time to play a round of golf or give some fish a sore lip.

Would you say that aerobatic flying is safer now than it was when you first began? If so, in what ways?

I wish that I could tell you that aerobatic flying is safer now, but it isn't. Gravity is a constant, lift is a variable and that just doesn't change. The balance between egos and good common sense also is still as evasive as ever. That's why it's so important to remain level-headed when you have chosen aerobatic flying, or perhaps it chooses you. Who knows! Either way, balance is the key.

Do you find that there are more people taking the plunge into learning aerobatics, than when you first started?

I don't see the "sport" of aerobatics changing any more than general aviation. Economically it's just tough to justify.

What advice would you give to aspiring pilots today?

My best advice to pilots is to always leave yourself another option, another out. Don't put yourself in a position that requires

your prior decision to work or you will die. People are still pulling the trigger on manoeuvres too low or too slow, and flying into weather that is beyond their capabilities. Don't take unnecessary risks. I've pulled the plug on many manoeuvres during performances because things just weren't right, and I'd like to have a dollar for every 180 degree turn I've made while scud running between shows.

Have you ever used any flight simulation software? If so what was it?

I think the Redbird model of flight training is the way to go. In my eyes, flight simulation is the future of aviation training. So much training can be done on the ground, within the safety of the simulator and at such a great cost saving!

Wayne Handley, we are honoured you took the time to share your thoughts with FlightSim.Com. It has been an absolute pleasure speaking with you and we wish you every success in your future endeavours. Thank you very much.

Web Site Link:

www.waynehandley.com