X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 25 Mar 2014 07:51:52 -0400 Message-ID: X-Original-Return-Path: Received: from mail-oa0-f47.google.com ([209.85.219.47] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6795092 for lml@lancaironline.net; Tue, 25 Mar 2014 01:40:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.219.47; envelope-from=donkarich@gmail.com Received: by mail-oa0-f47.google.com with SMTP id i11so7084753oag.20 for ; Mon, 24 Mar 2014 22:39:57 -0700 (PDT) MIME-Version: 1.0 X-Received: by 10.182.1.8 with SMTP id 8mr95374obi.58.1395725997778; Mon, 24 Mar 2014 22:39:57 -0700 (PDT) Received: by 10.182.72.66 with HTTP; Mon, 24 Mar 2014 22:39:57 -0700 (PDT) Received: by 10.182.72.66 with HTTP; Mon, 24 Mar 2014 22:39:57 -0700 (PDT) In-Reply-To: References: X-Original-Date: Mon, 24 Mar 2014 22:39:57 -0700 X-Original-Message-ID: Subject: Re: [LML] Re: Legacy in Formation Flying From: Don Karich X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=f46d04446a6d4d31c504f567c857 --f46d04446a6d4d31c504f567c857 Content-Type: text/plain; charset=ISO-8859-1 After many years of formation flying in Pitts St biplanes including formation t &g in pattern. Usually 2 but occasionally 3 or 4 ship formations, I have to say I felt we had mastered the art. Trying tranfer the knowledge to the legacys has been uncomfortable and less predictable. Maybe it's practice lacking or speed differences. _We have different props and I feel that's a big factor. On Mar 24, 2014 7:06 PM, "Dennis Johnson" wrote: > > I fly formation in my IO-550 every week or two wit an airplane with an > IO-360. It took a few flights to develop standard procedures and > airspeeds and now it works great. > > However, formation flying is not something we should teach ourselves. I > learned formation flying in the Air Force and my personal rule is that I > don't fly formation with pilots who haven't received proper. This was > after I talked with a pilot who was flying number three in a three ship > and collided with number two. They both survived, with one airplane > landing in a farmer's pasture. The thing that scared me was that he > blamed number two for turning too tight in a pitchout. Anyone who has > been properly trained knows that one of a wingman's basic > responsibilities is to avoid hitting the airplane in front of him. > > There are ways to get good formation training and I suggest you start > there. There is a lot more to it than just stick and rudder skills. > > Regarding flying final at less than 100 knots, 90 knots should work if > you are comfortable with it and can control you airspeed reasonably > precisely. > > For flying behind another airplane, I assume you mean on final approach > after a pitchout. Part of developing procedures for flying formation > with dissimilar airplanes is figuring out the proper spacing between > airplanes for landing. Figure that stuff out at altitude. Don't do it > close to the ground for the first time. > > My advice is don't do it until you've been trained and then only fly > formation with other pilots who have also received adequate training. > > Just back from the Continental clinic, which was great! > > Dennis > Legacy, 700 hours > > > > > > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html. . --f46d04446a6d4d31c504f567c857 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable

After many years of formation flying in Pitts St biplanes in= cluding formation t &g=A0 in pattern. Usually 2 but occasionally 3 or 4= ship formations, I have to say I felt we had mastered the art. Trying tran= fer the knowledge to the legacys has been uncomfortable and less predictabl= e. Maybe it's practice lacking or speed differences. _We have different= props and I feel that's a big factor.
On Mar 24, 2014 7:06 PM, "Dennis Johnson" <pinetownd@volcano.net> wrote:
>
> I fly formation in my IO-550 every week or two wit an airplane with an=
> IO-360. =A0It took a few flights to develop standard procedures and > airspeeds and now it works great.
>
> However, formation flying is not something we should teach ourselves. = =A0I
> learned formation flying in the Air Force and my personal rule is that= I
> don't fly formation with pilots who haven't received proper. = =A0This was
> after I talked with a pilot who was flying number three in a three shi= p
> and collided with number two. =A0They both survived, with one airplane=
> landing in a farmer's pasture. =A0The thing that scared me was tha= t he
> blamed number two for turning too tight in a pitchout. =A0Anyone who h= as
> been properly trained knows that one of a wingman's basic
> responsibilities is to avoid hitting the airplane in front of him.
>
> There are ways to get good formation training and I suggest you start<= br> > there. =A0There is a lot more to it than just stick and rudder skills.=
>
> Regarding flying final at less than 100 knots, 90 knots should work if=
> you are comfortable with it and can control you airspeed reasonably > precisely.
>
> For flying behind another airplane, I assume you mean on final approac= h
> after a pitchout. =A0Part of developing procedures for flying formatio= n
> with dissimilar airplanes is figuring out the proper spacing between > airplanes for landing. =A0Figure that stuff out at altitude. =A0Don= 9;t do it
> close to the ground for the first time.
>
> My advice is don't do it until you've been trained and then on= ly fly
> formation with other pilots who have also received adequate training.<= br> >
> Just back from the Continental clinic, which was great!
>
> Dennis
> Legacy, 700 hours
> >
>
>
>
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html.=

.

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