Traron Squadron

On December 5, 1985 , C.A.F. Col. Guy Joe Smith checked me out in SNJ-5 N30JF at Hartlee Field, a grass strip northeast of Denton , Texas . I hadn’t flown a T-6/SNJ since about 1958. (27 years!) The first thing that struck me was that it still had the peculiar odor that seems to identify certain old airplanes. (A “Gooney bird cockpit smells like leather, sweat, and old cigarette smoke). The owner, Alan Clark, was kind enough to let me fly his SNJ anytime I wanted and eventually I bought if from him and kept it in my hangar at Addison Airport .

Sometime in the late 1980’s Tim Cullum, a fellow C.A.F. member and former young clerk in the 181^st Fighter Squadron, invited me to lunch at the Dallas Country Club. ( I should have “smelled a rat” since I don’t get invited to the DCC very often)

During the course of lunch, Tim asked me if I would be interested in “revitalizing” the C.A,F,’s TRARON Squadron. He had been one of the original participants in the TRARON concept. I was humbled that he would consider me qualified but was interested in implementing some ideas that I felt would be a contribution. TRARON had been active for some time but was suffering from a lack of leadership. The previous Leaders had done a good job but had “moved on” and the T-34 organization had the resources in their training manual that made “getting back in business” a matter of communicating with those that were interested.

BACKGROUND STUFF

The first airplane I ever flew was a U.S. Air Force T-6D at Waco AFB (Later to be James Connally AFB) in the summer of 1949. I was in one of the early Air Force Cadet Classes, 50A, that were started after the U.S. Army Air Corps became the United States Air Force. Initially we still wore the old Army Air Corps uniforms until the “blue suit” came on the scene in the winter or 1949. We didn’t know it, but we were an experimental project to see if you could take a 20 year old and start teaching them to fly in a T-6, eliminating the Primary and Basic phases of instruction. (After about 100 hours, we started flying F-51 Mustangs at Las Vegas AFB, later to be named Nellis) Needless to say, the fatality rate was somewhat high, not to mention the numerous wing tips that were replaced! During my four years of active duty I flew, F-51D’s, T-6D’s (mostly at Craig AFB Pilot Instructor School ) , B-25’s, C-47’s, and T-29’s. I joined the Texas ANG in March of 1953 and resumed flying T-6’s along with F-80’s, F-86’s, and F-84F’s. Almost all flights were in formation, sometimes in weather and often at night. I flew in the Texas ANG for 22 years, the last seven in KC-97’s. (Flying night formation in weather in that BUF could get exciting!) I flew a Beech Baron in my business for about twenty years. I flew SNJ N04JF for 21 years, selling my ownership October of 2006.

After agreeing to attempt at rejuvenating TRARON, I was fortunate to have several volunteers meet with me and put together a plan. The goal was to eventually have everyone that showed up at an air show or any gathering where formation was to be performed, to be qualified. In those days, anyone with an airplane and the ego/guts to “fly formation” would be included in a formation. The night air show at Oklahoma City was exciting to say the least! Unfortunately the fatal accident rate at air shows and “photo ops” was atrocious! Unless a pilot had former military experience or good civilian instruction, the concepts of “energy”, “geometry” and “anticipation” were mysteries. Even some of the former military pilots were weak in the basics, which surprised me. I’d been out of active military flying for about ten years and I guess some military pilot programs did not stress formation flying. (Don’t know?)

Vaughn Olson, Sid Snedeker, and Hank Castle were early sources of ideas and concepts. Both Olson and Snedeker were former “Marine Aviators” but other than that, they were OK. (Just kidding) We agreed that the “basics” were not being emphasized and that flying formation was not just a matter of “station keeping” but that the whole process was one of dynamics. Position in the formation had been the area of concentration versus the over all picture, i.e. “Total situation awareness”. Rules are fine and needed, but a truly proficient formation pilot needs to understand ALL of the dynamics involved. The “Rules” are complied with by using the dynamics of the situation. The program that was developed stressed the origins of why formation was originally created for purposes of combat and why the “element”/”section” was the greatest contribution to managing a flight of four. Soon afterwards, many dedicated individuals spent their time and money assisting in this program. Marty Case, Randy Wilson, Randy Presley, Eric Clifford and many others were also involved in contributing their time and facilities to the very early stages of the effort.

CONCLUSION

Today the requirements for being formation qualified at air shows and the programs available for learning the “art of formation” is a dream come true. The concept of the FAST Program was brilliant. I am honored to have participated in the rewarding experience of helping those less fortunate than I had been to experience the satisfaction of flying a professional and safe formation flight.

PERSONAL OBSERVATION

It is important that voluntary formation activity be FUN! It is also important that it be SAFE! It is my impression that at times the RULES are used as “bludgeon”, to some extent. IF the flight is briefed with the emphasis on the role of the “element” or “section” vs “You’re #2, you’re #3, you’re #4” etc. IF the Lead can concentrate on the macro situation and the #3 (element lead) uses his situational awareness as regards the flight, #2 and #4 have the role of flying their “lead’s wing”. This gives the flight the flexibility to handle virtually any un-briefed or unexpected turn of events. I think this “philosophy” should be strongly implemented because it simplifies the management of the flight and contributes to the over all safety. Since airplanes only have left and right wings, joining on the wing that’s not occupied makes things pretty simple.

Best regards and “check your six”!

Tad Foran, November 9, 2006

Published in the NATA Magazine.