F-15D Mishap at Kingsley Field AIB Report Review/Breakdown

"F-15 of the lake, lend me your wisdom" 😂

Pilot gets a new callsign, Cable Guy!!😅

The required com is cable, cable., cable probably because ATC might only hear one or two cables because of radio interference during an emergency situation. The controler should have never interpreted one cable to mean lower the cable.

"Doh" Communication!...thanks Mover!

Hot words like that always ping me. In the Herk, the only person allowed to say the word "green" was the Nav, because "GREEN LIGHT" was the final call to throw things out of the plane. People, heavy equipment, whatever, items are going out of the aircraft when anyone hears "GREEN." The rule was so prevalent that even in the office, we said things like "lime colored" to avoid saying the color. "Cable" in this context should have held such reverence. I'm not ATC, but I'd think that if I even heard one "cable," I'm assuming the transmission got clipped. Just like my first aerobatic instructor told me, I won't hear the second and third "Bailout" calls, because he'll already be under canopy.

I once asked a Thunderbird maintainer about the tailhook on the F-16 and he just looked at me dumb and said that only Navy jets have tailhooks. Blew my mind that someone could work on the jet every day and not know that it existed.

Surely the reason the call is "Cable Cable Cable" in to cover the eventuality that the whole transmission isn't received? So, the whole One Cable = Down, Three Cables = Up makes no sense at all.

As a 43151c Crew Chief (back in the day when C and D models were brand new(1978)) this is very interesting. I kind of take issue with the notion that going around for a second attempt could've been a better outcome. If there is not enough juice to lift the speed brake and the brakes are inoperative then that bodes poorly for the flight control system as well best to stay on the ground no matter what. As you pointed out, the cable should have stayed up, is the bottom line. That's where the problem was from my easy chair perspective. Also Hydro specialist crew screwed up missing the main defect which started the whole thing.

Good breakdown Mover. That entire Cable call as yiu said was a crux issue overlooked it appears by the AIB. Imagine saying one “Mayday” instead of “Mayday Mayday Mayday” and ATC assume ops are normal. Lots of lessons cheers.

I was a Crew Chief (USAF) at Eglin AFB (Test Wing) in 1978, my jet (F-4E 66-0295) was tasked with "Barrier Verification", and after a half dozen engagements, the aircraft returned to chocks. The tailhook "shoe" was FUBAR, and I had to pull panels for "special inspection", but otherwise it was a good day. It was pretty cool watching the jet doing "drag racing" and how fast the barrier stops a big pig.

Retired AF Fire guy here and have reset hundreds of BAK-9 portable and BAK-12 Arresting Systems. Technically, the ‘absorbing system’ is tape on a spool connected to B-52 brakes in a pit on either side of the runway. Thankfully, the crew survived. Great content!

As a retired civilian ATC I see a change to phraseology coming, with specific wording to lower the cable, ie. unless the pilot says "LOWER the cable" the cable will remain extended. Like everything else we did in the agency, it was screw ups that changed policy, proactive changes rarely occured.

Given that the jet had a known hydraulic leak and resulting failures (speedbrake, etc), I can see why the MP was not keen on the idea of getting airborne again.

As an F-35 mechanic, these accident breakdowns hold valuble information to identifiy and prevent future accidents. Unfortunetly, the big AF can be pretty reactive when it comes to aviation maintenance and somtimes forms a culture that normalizes deviance. I hope that unit takes this information to heart for the maintainers.

Good life lesson. Once you make a plan, include in the plan the conditions to deviate from the plan, and then execute it. Second guessing mid-execution without a major unforeseen cause is letting RNJesus take the wheel. That assumes you made the right plan to start with :-) An example is briefing an engine failure on takeoff, and then deciding to try the impossible turn when it happens. Rarely ends well.

Always easy to say "woulda Shoulda coulda" As retired ATC, cable up would have hurt nothing.

Excellent assessment Mover. From the MX side, 14 year F-15 crew chief and 11 year MX officer says you’re spot on. Have no idea why the barrier would be lowered on the runoff end regardless of pilot comms on a hydraulic failure. Also, pilot should have pulled the Emergency steer/brake handle. Deal with the bullshit on Friday afternoon vs. putting her the lake. 20/20 hindsight.

Press on....I appreciate your hard work for information, entertainment and fun in all your vidoes. Always stay healthy, safe and mentally stable.

2014 EAA, F16 had a mishap. It and a wingman were doing a demo outside of the air show that day. MP gets an hyd's warning. Lands on runway 36, full length. Has no brakes, over runs the runway and ends up on the grass before runway 5/23, with a nose wheel collapse and radome snapped off.

Chuck Yeager flew in this aircraft in 1997 at Edwards AFB during the 50 year anniversary of his history-making flight. They named the aircraft 'Glamorous Glennis III' for the occasion.