Traron Squadron

We had a small but very successful TRARON Formation Clinic at ODO prior to AirSho. Weather ( winds greater than 30 knots ) stopped flying at 1500 hours Thursday , but we got in multiple training flights before , and Friday.

The trainer parade was reinstated at AirSho and included P.T.’s and T- 6’s. It was lead by Rick Hoskings and went very well. A special thanks to Lance Summers for arranging hanger space for many of us. Perhaps we should have had AirSho earlier since it broke the Texas dry spell.

It is dues times again, and time to be sure you have gotten at least one Formation Proficiency Report for 2011. Please send your dues of $30.00 and FPR’s to

Julie Smith

04 Puesta Del Sol

Placitas, N.M. 87043:

In addition to the $30.00 and FPR, please fill out the Member Update and Dues Form, available on the TRARON Web Site and send to Julie: (e-mail snjaa@comcast.net)

If you have prepaid future years of dues at the old rate of $25.00, there is no need to send the $5.00 difference.

LET’S TALK ABOUT FLYING:

Last time we discussed Collision Avoidance during Formation Flight, especially related to Lost-Sight. Let’s talk about loss of power, or complete engine failure while in parade formation.

The most common cause of engine failure in General Aviation is disruption of fuel flow (starvation-eg. tank dry , or exhaustion-empty tanks). In close formation the initial results are about the same-the powerless airplane seems to accelerate backward! It is incredible how fast this occurs-we normally make fore and aft position changes with 1” to 2” MAP change-try decreasing power 25” and see what happens to your wingman!

Unavoidable engine power loss may not be preventable, so it is important that we have a plan of action should it happen.

First of all remember the “KILLZONE”. Don’t fly level with wing tip over lap (step down and see a hub cap) or in rare cases step up. Don’t fly trail without step down and nose to tail separation-especially during cross-unders.

Takeoff: We brief engine failure on section Take-Off: (1) Line up and stay acute (2) Stay on your side of the runway (3) If Abort occurs before take- off roll, both aircraft abort (4) If abort occurs during take- off roll, the normal aircraft keeps rolling (no “sympathetic aborts). 2 T-6’s or tail-wheel aircraft trying to abort at high speeds on the same runway are more dangerous than one.

2-Ship:

The aircraft in distress should be offered the lead (it’s tough to troubleshoot rough running engine while keeping the inboard aileron-wing gap on the aft edge of the cowl!). The pilot may choose to give the lead back later.

4-Ship:Engine Failure in Finger-Four

I would like to credit Stearman Flight for much of the following summary:

Lead-momentarily maintain level flight (giving up airspeed) straight ahead until clear of the

formation.

#2—Turn away from formation

#3---Same as lead

#4---Turn away

Engine Failure in Diamond

Lead: Pitch up straight ahead (#4 passes underneath)

#2—Turn away

#3---Turn away

#4---Descend straight ahead until clear

Engine Failure in Echelon

Lead, #2, #3, #4---all descend straight ahead---no turns until clear of the formation.

Engine Failure in Trail

Lead, #2, #3, #4—the aircraft with failure pitches up and turns away from the formation. A T-6 at 120

KIAS can pitch up and climb as well as turn away in the event of sudden power loss. The airspeed

will decrease rapidly, but only a few seconds are required to let the rest of the formation fly clear.

It is very important that each of us plan and be aware of our exit strategy in the break out emergency procedures for large formations to another time. I would appreciate your comments and suggestions.

“Plan ahead---after all it wasn’t raining when Noah built the Ark!”

Fly Safe,

Morris Ray

mwray2@bellsouth.net