Paul B…an interesting article. However, I question the term bombers in the statistics.
Since 1982 , the FAA has investigated 22 WWII era bomber accidents. That implies B-17’s, B-25’s, B-24’s, B-26’s. But it seems to me the total number of flyable WWII bombers would be hard pressed to total more than 40, of which the highest number happens to be today with the shift to painstaking restorations.
If the FAA is including WWII era “bombers” who were/are used for firefighting, crop dusting, and mosquito abatement ( which was relatively popular use for these types of airplanes throughout the eighties and early nineties) then the inclusion of those highly worked airplanes being flown by a variety of pilots with a variety of skills, flown consistently under less than ideal conditions, would certainly skew the stats inappropriately for those flying under LHFE exemption.
Outside of the recent Collings accident, no one has been killed in a LHFE flight. Yes, two other B-17’s had mechanical issues that caused two more B-17 accidents, but no fatalities as I recall.
Another side to this is not much public or media comments when a WWII fighter like a P-51, Corsair, T-6, T-28, etc, or other vintage fighter is involved in an accident with fatalities. Outside of the aviation press, hardly a mention. I am not advocating that there should be more rage for the fighter losses. And your article’s premise is waivers, passenger consent, with transparent explanation of the risks involved. But I question how the statistics are used to prove a point for or against continuation of LHFE flights with well-informed passengers signing a well crafted waiver.