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Air Force has a bad day
- Thread starter BigWorm
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Good question. Unfortunetly, I've been there done that. Not sure if the Air Force is the same but the Navy has 3 categories of mishaps: A, B, C. A Class C is $20K dollars or more in damage. A Class B is greater than $100K up to one million. A Class A is greater than 1 million and/or loss of life/serious injury. A CO can ask for a waiver if the known cause of the accident was purely mechanical, meaning not pilot error. In that case, the aviator(s) are usually up flying is a very short time.
A Class A is a mandatory FNAEB (unlessed waived), JAG investigation, and mishap investigation. Depending on many factors, this process could take a long time. Mine took a total of 6 months before I was cleared to fly again. Then it took another 2 months to even get back into the aircraft. FNAEB's can also be convened for Class B and C mishaps as well.
What was the delay for? I am assuming paperwork and what-not took 6 months. Why was there a 2 month window before you got back up?
Also, what about a birdstrike? A friend of mine in Kingsville had a class Alpha because they had to replace the entire wing. I'm not sure what he had to go through, but maybe you could shed some light on a BASH incident.
Also, what about a birdstrike? A friend of mine in Kingsville had a class Alpha because they had to replace the entire wing. I'm not sure what he had to go through, but maybe you could shed some light on a BASH incident.
What took so long was the Admiral sat on my FNAEB package for 4 months. The other 2 months was the mishap investigation, the JAG investigation, and of course the FNAEB. Then, as you will soon learn kmac, the FRS has very few C-2's and they have issues. The priority are CAT I's, you basically. When there is only 1 COD up for a month with 4 CAT 1's to train, everyone else comes in a distant third.
As far as the bird stirke, I couldn't tell you. I know when VAW-116 lost their E-2C to multiple bird strikes, they had the FNAEB waived, even though the plane was destroyed and thus a Class A.
I don't know of any video. I saw it on TV a couple of years ago on Dateline or 20/20 or one of those other news shows. The crash looked fairly similar except the pilot didn't eject.
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I was at the airshow, right in front when that happened. It occurred at the 1988 MCAS El Toro airshow.
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I was at the airshow, right in front when that happened. It occurred at the 1988 MCAS El Toro airshow.
No. If he is below Vc, bleeding A/S is not the answer. Might not have been below in this case, but altitude not airspeed was the problem and they are not always directly connected (PE/KE). Slowing only reduces radial G available. Accelerating to Vc while beginning an incremental pull gives the smallest turn radius in a vertical plane with LV below the horizon. A lot of time in the fleet is spent on "dissecting" mishaps so as not to repeat them. The last recommendation on every SIR that ever was written is to brief to all TMS aircrew.
http://www.spaceg.com/multimedia/movies/Cadre_whassup.mpg
Ok Vic, here is when your brothers in arms did not reach 88 MPH before turning the flux capicitor on
Ok Vic, here is when your brothers in arms did not reach 88 MPH before turning the flux capicitor on
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