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Hornet crash near Miramar:
- Thread starter BarrettRC8
- Start date
These days a Class A mishap requires completion of the investigation and FNAEB recommendation prior to the aircrew flying again. It can take weeks or even months.
Brett
Wow. Guess that's a downside to the Navy's vastly improved safety record.
Back in the day, as wink says, guys used to quickly jump back in the saddle if healthy. But since aircraft back then fell out of the sky with much greater frequency, if everyone had to sit around awaiting the investigation and a FNAEP, half a squadron could be grounded at any given time.
I knew two guys that jumped out of a F-14 over El Centro. Flat Spin out of a 1 v 1 was their story. They got picked up by the El Centro Huey within ten minutes. They got checked out by a corpsman at the ops shack and then flown right back to Miramar in the C-12. They went to the skippers office, told him what happened, C.O. asked if they could fly the next day, picked up their pay checks from the PN ( ya, before direct deposit), went to the club and had a couple beers bought for them 
, came back to work the next day and jumped into the jet.
Good buddy left his Prowler in a smoking hole in the Olympics and the whole crew was flying two days later. Ya times were different.
, came back to work the next day and jumped into the jet.Good buddy left his Prowler in a smoking hole in the Olympics and the whole crew was flying two days later. Ya times were different.
Was that the famous "are we in a spin" line from the CO in the backseat (only so many Prowlers that have gone down in the OLY area? There's a great document floating around called 48 ways to wreck a Prowler (or something to that effect). Details all the various mishaps. Some of them are comical in retrospect, others will haunt your dreams.
Brett
That's not always the case. If there are indications that the aircrew is obviously not at fault the CO can fly the aircrew prior to the completion of all the investigations...saw this in one of my previous squadrons a couple of years ago when the hook failed after the trap and the aircrew shelled out as the jet was too slow to fly away. The CO flew the crew 2 days later.
No. Unconfined engine failure of one took out hydraulics and fuel lines on the other. I believe it was around 1985.
I wonder what percentage of actively flying aviators have had a Class A mishap in their career. Kinda be an interesting statistic to know your chances of someday being "that guy."
I don't know what the actual numbers are, but folks say you have a 1 in 7 chance of ejecting during an average 20 year career in TACAIR.
Brett
MasterBates
Well-Known Member
Discounting last years 2 Class A's, we average a Class A here (as in HSL-East, not just the squadron) about every 2 years.
50-60 pilots per squadron, (RAG May have more) 4 fleet squadrons. Plus the FUBIJAR gang at -60. Conservativley 300 pilots in the wing, and 200 AW's.
Normal crew is 2 or 3, depending on mission. If you were to experience the same frequency of mishaps thru your career, you have about a 1 in 11 chance of being involved in a class A. realisticly, it is less, because you are not going to stay in the cockpit the whole time.
Unfortunatley, unlike the TACAIR community, out flight Class A's are usually fatal. CFIT on takeoff from the ship is the most common fatal mishap in the community according to our old ASO. CFIT on apprach to the ship is #2, but it is often survivable.
50-60 pilots per squadron, (RAG May have more) 4 fleet squadrons. Plus the FUBIJAR gang at -60. Conservativley 300 pilots in the wing, and 200 AW's.
Normal crew is 2 or 3, depending on mission. If you were to experience the same frequency of mishaps thru your career, you have about a 1 in 11 chance of being involved in a class A. realisticly, it is less, because you are not going to stay in the cockpit the whole time.
Unfortunatley, unlike the TACAIR community, out flight Class A's are usually fatal. CFIT on takeoff from the ship is the most common fatal mishap in the community according to our old ASO. CFIT on apprach to the ship is #2, but it is often survivable.
I find this to be a very strange policy. Hanger flying mishaps is a very important aspect in preparing yourself for a potential emergency. I understand the need to keep privileged information private, but I dare you to show me a squadron whose pilots don't discuss potential reasons for a mishap. Its a good exersise.
Jim
NavyLonghorn
Registered User
A good private excercise. The wardroom isn't generally open to 6 billion pairs of eyes and ears. People representing an organisation speculating about somthing in public, when family members, deceased, etc. may be involved, is a bad idea.