AOPA Pilot Magazine - February 2020 - 14
LETTERS
LETTERS FROM OUR DECEMBER 2019 ISSUE
Flight of five
How did a formation flight of experienced pilots end in tragedy?
An excellent read, and I endorse
just about everything in the
article "What Went Wrong:
Formation Flight Turns Tragic."
General aviation formation flying seems to be on the increase,
but the casual approach to formation flying, particularly as the
numbers of aircraft in the formation go up, generally will only
result in catastrophe. Formal
briefing and previous formal
formation training is a necessity. I noted the description of
several of the pilots involved as
"airline pilots and CFIs," but no
mention of military fighter, FFI,
FAST, Blackjack, Az Scorpion,
West Coast Raven, or any other
formal formation training or
practice. There is absolutely no
formation experience involved in
airline pilot or CFI training.
Except for specific tactical operations, any four-ship or
less formation operation can be
simply briefed to experienced
formation pilots as "standard."
This is not true of five-, six-, or
more aircraft formations, and so
the description of five- and sixship formations as nonstandard
was particularly perceptive.
Each planned maneuver for
these formations must be carefully briefed and understood by
each member. As described in
the article, my preference has
always been to break these formations into two- or three-ship
elements. Then the elements
can be split off at any time,
actions within the element are
always standard, and the briefing concentrates on how the
elements split off and then rejoin
the main formation. It can be
done differently with the entire
formation treated as 1 through 5
or 1 through 6, rather than Alpha
and Bravo elements, as long as it
is thoroughly briefed.
Gary Goebel
AOPA 1704910
Tucson, Arizona
I was pleased to find the article
in AOPA Pilot about the fiveship formation flight disaster
was written by someone who
has knowledge and experience
in formation flying. I found the
article very well written with
experienced criticism apparent in the analysis. Thank you
for an excellent job that should
provide a wake-up call to those
who would attempt formation
flying casually.
I flew my T-6 for 18 years
in many formation flights
involving training "newbies"
and in airshows. We used
hand signals and aircraft movements to communicate desired
formation changes. And we
3%
How do you log your flight time?
In a logbook
Digitally
Other
Aviation eBrief poll
14 | AOPA PILOT February 2020
83%
14%
3%
14%
83%
WAYPOINTS
Rising above tragedy
BY THOMAS B. HAINES
Editor in Chief
Why the world still needs warbirds
Editor in Chief
TOM HAINES holds
a second-incommand type
rating in the B-25.
WHENEVER AN AIRPLANE ACCIDENT is the lead
story on the evening news, it's a bad day for many.
As I write this, the horrific crash of the Collings
Foundation's B-17 Nine-O-Nine is top of mind. The
tragic landing gone wrong in Connecticut claimed
the lives of seven of the 13 on board and injured one
on the ground (see "Pilot Briefing: Catastrophe in
Connecticut," p. 33). Through those lives and the
many, many who loved and supported that wonderful old warbird, thousands more were affected
by the loss. The ripple effect is amazing. Indeed,
thousands more have flown in that B-17G over
the decades as the foundation has barnstormed it
around the country, giving people of all generations
a glimpse into what the Greatest Generation used to
stop the tyranny in Europe in the 1940s.
After such a tragedy, some are quick to suggest
that it's time to retire such warbirds from public service. Place them on poles at airports or in museums
where people can look at them from behind velvet
ropes. There, they will be protected forever. After all,
there are fewer than 10 B-17s left flying in the world.
Perhaps we shouldn't risk losing any more.
And, really, we shouldn't be going outside on rainy
days because on average 50 people a year are killed by
lightning. And countless more slip on wet sidewalks
and leaf-covered driveways.
Golf? One of our staff members fell off a golf cart
last year and severely broke his arm. He was not able
to work for nearly six months. Well, at least he didn't
get struck by lightning on a golf course.
What about getting out of bed in the first place?
Some 450 people in the United States die from falling
out of bed each year.
And then there's coffee. It's really hot. People get
burned. It's terribly risky, as Thom Richard pointed out
in a commentary posted shortly after the B-17 accident
on Warbirdnews.com.
"With little concern, most of us-willingly and regularly-handle a liquid so hot it could leave us with
third-degree burns-maimed for life-even blind, or
far worse. You do this without any protective gear or
measures or burdensome regulations to prevent such
injury or death. And why? Because it's worth it to you...
The reward overshadows the risk."
And isn't that why we all fly general aviation airplanes? Because we enjoy the challenge and rewards
of piloting an airplane ourselves? I in no way mean to
make light of the terrible tragedy in Connecticut. The
loss is stunning and needs to be investigated so we can
learn how to prevent such accidents. But we shouldn't
stop flying warbirds-or any other aircraft-because of
the occasional accident.
What we do carries more risk than some other
choices we make in life. But when I fly myself, I am
in control of almost all of the risk. That can't be said
for driving a car or especially for riding a motorcycle,
for example.
No doubt flying in or flying a 75-year-old warbird
is riskier than flying on the airlines. Those paying for
flights on such airplanes should be made to clearly
understand that, and I think most do. But thousands
every year choose to do it anyhow, because they want
that experience. They don't want to just look at a B-17;
they want to feel, smell, and hear it and that is what we
lose when the only way to experience these aircraft is
from behind a velvet rope.
Years ago, I had the chance to fly in the Collings
Foundation's B-24 Liberator. And although I knew
there was a risk in flying in an airplane older than
my father, I accepted it without much thought-even
walking the 12-inch-wide bomb bay catwalk in flight.
A couple of years ago I was privileged to get to earn
a second-in-command type rating in B-25 Panchito
through the Delaware Aviation Museum. Larry Kelley
is the passionate owner, and he tears up when describing the effect the old airplane can have on those who
once flew it or those whose close relatives did so.
Here's what I wrote after flying the Mitchell: "Kelley
believes that seeing it in flight-and hearing it-are
what connects people across the generations to the
aviation effort of World War II, and reminds them of
the great sacrifice made by so many. 'When I go to the
zoo, I don't want to see a stuffed bear. I want to hear it
roar,' he explains."
Thanks to Kelley and his volunteers and countless
others at the Collings Foundation, Commemorative Air
Force, EAA, and other groups, we can still hear, smell, and
feel what it's like to pilot these airplanes from a bygone
era-and experience all they have to teach us about history and perseverance. An occasional accident, no matter
how tragic, is not a reason to silence them.
AOPA
EMAIL thomas.haines@aopa.org
18 | AOPA PILOT December 2019
Thank you for the
article on why the
world still needs flying
warbirds ("Waypoints:
Rising Above
Tragedy"). The article
is a very touchingly
and eloquently stated
position for why we
need to keep these
magnificent airplanes
flying.
Tanya Leahy
AOPA 1380752
Heyworth, Illinois
never flew with airplanes
that weren't low wing (CJs,
T-34s, World War II fighters,
et cetera).
Richard McSpadden's
emphasis on a thorough preflight briefing as essential to
safe formation flying is very
appropriate.
Bob Wall
AOPA 174793
Ocala, Florida
Thank you for the informative
and well-illustrated article. It
reminded me that there are hundreds of simple formation flights
every day by low-time pilots:
aero tows of gliders. Clearly
two aircraft in line is far simpler than several spread out in
a V formation, but even so there
is one rule that must be adhered
to. If the glider loses sight of the
towplane, the pilot must immediately release. Does a similar
rule exist for powered formation flying, with aircraft planned
to break away (up, down, or sideways as appropriate) if they lose
sight of one another?
Richard Weil
AOPA 3783046
St. Paul, Minnesota
Yes, it is a standard in formation flying that you call "blind"
and break out of the formation.
-Ed.
Fly-off
Good article and video on the
RV-10/Skylane faceoff.
The Skylane is heavier and
has less horsepower. A fairer
comparison would be to compare the RV-10 to a Skylane
converted to a more powerful
engine. For instance, my 1980
Skylane II Texas Skyways conversion with 280 horsepower
and Horton STOL would accelerate, take off, and climb with
the RV and still fly farther and
land slower. My airplane stalls
AOPA Pilot Magazine - February 2020
Table of Contents for the Digital Edition of AOPA Pilot Magazine - February 2020
Contents
AOPA Pilot Magazine - February 2020 - Intro
AOPA Pilot Magazine - February 2020 - Cover1
AOPA Pilot Magazine - February 2020 - Cover2
AOPA Pilot Magazine - February 2020 - Contents
AOPA Pilot Magazine - February 2020 - 2
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AOPA Pilot Magazine - February 2020 - Cover3
AOPA Pilot Magazine - February 2020 - Cover4
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