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This is my first post on this site, I stumbled on this place after reading the original post taken from a news source stating that the pilot of the L-29 that crashed on July 4th was not checked out to fly in the aircraft. It's a great forum and I hope to regularly participate but first I'd like to have the opportunity to address a few things I read on that post as this story is very close to my family and I.
Doug Gilliss is the ATP under investigation by the FAA and was flying #2 that day. He is an extremely experienced IP and FAA examiner and is probably one of the foremost authorities on flying the L-29 and 39 aircraft being operated in the US today. As far as I know he has more time in the L-29 than Mira Slovack, the guy who brought the first L-29 into this country.
Dave Zweigle, the man in question here WAS checked out in the aircraft and had over 100 hours in the L-29. His airman's certificate states he is "typed" in the L-29. He held an ATP and was a very experienced pilot. What is in question is a valid flight review. He received a flight review the day prior to the accident by my father in law, Bob Chamberlain who was a CFII with over 18,000 flight hours and authorized to give instruction in the L-29. The next day they were both killed in the aircraft. I cannot comment on the cause, but lets say what happened to them could happen to anyone. BTW, Doug and my father in law were best friends, flew together in the USAF and known each other for 40 years.
There were allegations of the flight of 3 aircraft flying "too low" over the town of Tehachapi. There are witnesses who have stated that the 2 flights WERE conducted at altitudes over 1,000 - 1,200 AGL and the only time they were below that is when they took off, entered the airport area and landed. This was not an airshow. There was no need for wavered airspace, and the flight complied with FAR 91.119. Basically this was a simple fly in and all their operations were conducted under part 91 and in accordance with their issued OPS plan. There were witnesses to two briefings that was conducted prior to each flight, something these guys did every time they did a formation flight, either for an airshow or for going to and from some fly in in SoCal. These guys were members of the "Thnderdelfins" who have performed precision formation demonstrations at a number of airshows for the past 7 or 8 years. There were usually 4 who participated in airshows but the team did have up to 7 members (alternates). All of them are retired military officers who held the ranks of O-5 and higher and with the exception of one member, all were former military pilots. They all had formation cards. Bottom line folks - these weren't a bunch of 18 year olds out to impress their girlfriends.
The other side of the coin is centered around a pre-printed endorsement label that was found with other items at Zwigle's office. Doug was supposed to complete the flight review that weekend but instead my father in law flew with Dave Zwiegle and completed his flight review. Doug SHOULD HAVE thrown away the label but it found its way into the Fed's hands. Even though there are several witnesses who saw and was told by my father in law that HE gave Dave Zweigle his flight review, the Feds are attempting to say that Doug Gilliss committed fraud by loosing that label.
That piece of paper did not cause that plane to crash....
There were a few posters who had some positive and negative things to say about the Thunderdelfins. At least two members stated that they had previously seen theses guys and that they were "sketchy" and "thought they were going to see an accident happen." To these two individuals, I'd like to ask, what do base these comments on? Do you have experience flying military jets in formation or have detailed or inside information on how their display works? Do you guys fly airplanes your selves? If not I would suggest both of you retreat to the cockpit of your living room and strap into your recliner with your comm equipment turned off!
As far as the OPS letters for these aircraft. Under the FAA order that gives direction for OPS letter issue, these jets CAN carry passengers IF the FSDO approving the OPS letter allows them to do so. I have licensed several of these aircraft and have gone through the process, its up to the local FSDO where and when passengers can be carried, the passengers just have to be told that the aircraft are experimental in nature and don't comply with FAR 23 requirements. I believe both aircraft OPS letters permitted them to carry passengers. BTW, the FAA order that issues OPS letter direction is up to a revision 4 from what I understand and this may explain some of the confusion, especialy for operators who had their letter approved several years ago.
Can a passenger ride in these aircraft (L-29) during an Airshow? YES and they have done so with the blessing of the airboss as well as with the FAA representative overseeing the airshow. Most of the time that passenger would have to be at least a commercially rated pilot with some time in the aircraft. I have done so on at least 2 occasions.
Doug is being pursued by an over zealous and uninformed FAA who feels that because 2 people died, someone living has to hang. There is a lot of precedence being established if Doug looses this case. I hope this brings some clarity to the confusion and half-truths posted on the original thread. Support Doug Gilliss, if he looses every warbird operator will be under scrutiny!
-flyboyj-
Last edited by flyboyj on Wed Oct 14, 2009 2:30 pm, edited 3 times in total.
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