B-1 down in Montana

From what I am reading, I would hate to be a troop in that maintenance squadron right now :( Of course I am glad everyone got out alright.
 
block30 said:
From what I am reading, I would hate to be a troop in that maintenance squadron right now :( Of course I am glad everyone got out alright.
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Because in the end, BigBlue always finds some enlisted person....or more....to fry. :)
 
MikeD said:
Because in the end, BigBlue always finds some enlisted person....or more....to fry. :)
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Yes, and until the alleged guilty parties are found, I think everyone is going through the wringer. I've missed two downed aircraft events that I consider "close" to me. One was by about 8 months by changing unit of assignment, the other a month after leaving the AOR in SW Asia. Once you find out the fate of the crew, it seems thoughts turn toward a sort of impending doom waiting for the fallout from leadership and the investigation.
 
block30 said:
Yes, and until the alleged guilty parties are found, I think everyone is going through the wringer. I've missed two downed aircraft events that I consider "close" to me. One was by about 8 months by changing unit of assignment, the other a month after leaving the AOR in SW Asia. Once you find out the fate of the crew, it seems thoughts turn toward a sort of impending doom waiting for the fallout from leadership and the investigation.
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This method of "one-mistake" AF saw it's peak with the fallout from the fatal F-15C takeoff accident at Spangdahlem AB in 1995.

http://content.time.com/time/magazine/article/0,9171,135113,00.html
 
MikeD said:
This method of "one-mistake" AF saw it's peak with the fallout from the fatal F-15C takeoff accident at Spangdahlem AB in 1995.

http://content.time.com/time/magazine/article/0,9171,135113,00.html
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Mike this is nothing new back in 1957 my father was a E-3 GCA controller at KADW when he had a B-57 crash on a PAR approach he was running, the A/C was crewed by a O-6 and a O-5. Well command tryed to hang him by his nut sack even thought every thing he did was Sop and regulation. He was very luck to have a great CATCO that really went to bat for him................................but it was a long 3 weeks living on cigarettes and coffee.
 
rframe said:
It also appears that it must have a non-precision private GPS approach procedure, considering that sectional chart shows Class E dropping to 700' AGL around the airport.

I dont see a procedure listed on the FAA's site though. Does anybody know if you pay to establish a procedure into a private airport if that data can remain private?
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Yes. Most of the private airport diagrams and approaches are kept out of the public eye. The private strip I work is 5,000' long, PAPI and has two RNAV approaches. The approaches are in the Jepp data base but the approach chart is not published. We get an updated approach chart direct from Jepp as things change. The chart itself is labeled PRIVATE and specifically requires both owner and local FSDO (FFA) approval in order to use the instrument approach. Many of the private strips are the same.
 
MikeD said:
This method of "one-mistake" AF saw it's peak with the fallout from the fatal F-15C takeoff accident at Spangdahlem AB in 1995.

http://content.time.com/time/magazine/article/0,9171,135113,00.html
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Wow. I don't think I've heard of this kind of witch-hunting in today's USAF, thankfully. At least for the big accidents.

The little stuff, oh hell yeah. Knew a crew with an off-DZ drop in Afghanistan using experimental procedures they were never qualified on...whole crew lost their quals, except of course for the O-5 DO pilot in the left seat.
 
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