This F15 aircraft suffers an engine fire some distance out from a landing site. After trying to extinguish the fire the fire remains. The pilot lands the aircraft but a suprise when travelling down the runway
Please like this comment so it stays at the top for reading. I am a prior F-15E pilot (see user name) and safety officer. We used this video as an excellent example of poor CRM (Crew/Cockpit Resource Management). The pilots of both aircraft did a great job initially, but as they lined up on final, the emergency aircraft failed to revert to the flying basics (aviate, navigate, communicate). He flew his approach almost 100 knots above his normal approach speed, he oversped the gear when he lowered it, and he landed so fast that he got into a PIO (Pilot Induced Oscillation) when he landed, then couldn't stop it and had to eject. This accident could have been prevented had he slowed on final to proper approach speed, and if his wingman had pimped on that rather than giving extraneous comm about engine heat on landing, this might not have happened. There are plenty of examples of Air Force pilots doing great things, but this isn't one of them.
+F15EFlyer To be honest the only thing going on in my mine watching this is if the entire thing might blow up. Seems like the pilot wanted ON the ground rather then punching out and letting the aircraft "fly off" some place. Who says it just wasn't going to explode? Hardly think the air-frame was going to be recoverable anyhow. Sounds like Monday quarterbacking to me ..
+ramairgto72 The pilots were completely correct in wanting the get the aircraft on the ground. Fighter aircraft don't explode, but if the engine is on fire, there is a good chance that components will continue to burn and critical items like flight controls be burned beyond use. My statement is absolutely Monday morning quarterly quarterbacking; as I said, we use it as a safety video for an example of things done right and things done poorly. Realistically, if they couldn't get the fire to go out, they would have completely justified in punching out while in the air. Instead, he ended up punching out on the ground at a much slower speed, significantly lowering his chances of surviving the ejection.
F15EFlyer I might be murdering this and forgive me if I do. Is that not a ACES II "zero zero" ejection system? I totally agree with what you're saying btw, so don't take my post as anything but 2 even tempered people talking. it just seems when they made this into a "safety film" on what Not to do that it was very arrogant. "Next time you're on fire on one engine, land the aircraft correctly" Really? It's like ridiculing a Soldier who used his Bayonet to kill a guy because his rifle jammed. May I ask what you would have personally done, as well as what the instructors said to do? 12-B SAPPER 00-06 ret.
+ramairgto72 First off, I wish more people were as civilized as you with their responses around here, and I appreciate the questions. To answer them and provide a little more: - "Was it ACES II?" I can't say for sure (this occurred five years before I started flying the F-15E), but I'm almost positive it was the same ACES seat, which does have a zero altitude and zero airspeed limitation. For others reading who may not be aware, that means he could in theory eject on the ground and not moving, and land safety in the parachute. - Regarding making it into a safety film as "being arrogant," I can understand that from an outsider who has never dealt with the military safety system, but it's quite the opposite. When the Air Force conducts a Safety Investigation Board (SIB), the intent is strictly to determine why an accident occurred in order to prevent it from happening in the future. Those reports are FOUO (For Official Use Only), so they can't be released to the public, but they are accessible by safety offices, who often brief the all aircrews on the events (even if not in the same type of aircraft). We take away lessons learned and make sure to pass them along to our fellow aviators so it doesn't happen in the future. Wouldn't it be terrible if something similar happened a year later because we failed to recognize our mistakes and learn from them? - "Next time you're on fire on one engine, land the aircraft correctly" That's not what I said, though I agree with the sentiment. The irony of this whole situation is that the technical order tells you that if you cannot extinguish the fire, you should eject. Had he ejected, nobody would have faulted him. That said, he made the decision to and so he absolutely should have done it correctly. We train to this (fly single engine approaches) all the time. I have had engine failures, hydraulic failures, gear malfunctions, and even structural failures. In every single event I landed the aircraft safely. Have I made mistakes before? You bet your ass. Have I fessed up and told others so they don't make the same mistake? Damn right. It's what we do. - "May I ask what you would have personally done, as well as what the instructors said to do?" It's been so long since I read the safety report that I don't recall what it recommended (even if I did, those results would be FOUO as I mentioned), but I imagine that they recommended either ejecting when he discovered he could put out the fire, or landing at the correct speed. I mentioned before I've had engine failures (not fires), for which I used the other engine in max afterburner to get home as soon as possible. But I gave myself a point at which I could slow down in time to configure (gear limit on the F-15 is 250 knots - he oversped his gear by about 100 knots) and slow down to land. It's no problem to stay fast on final, but he slowed to 250 knots by short final (2-3 miles) with the other engine in idle, he could have slowed to a decent approach speed that allowed him to land and stop.
F15EFlyer I do appreciate your reply, the sharing of knowledge should not be fueled with "ego" and or strife. Unfortunately I have had to bear witness to many Military safety films, one that sticks in my mind is the SSgt in a taxi, hand out the window getting his fingers cut off by a guy on a bike for his ring. Seldom did we ever have actual film footage for class room "Do's & Don'ts". Being an Airmen you have the luxury of several "in flight" gun camera videos to draw on. One nagging thing about this film that keeps coming back to me is "Why didn't he just eject", and the more I have "shared" with you the more I start to understand why this is considered what it is. I can now wrap my mind around the fact he was at more risk attempting to land as fast as he did, taking into account he could have compromised many things, just from "over speeding" his landing gear...On landing that fast he cut down his "problem management" time while adding more problems to his situation... Could have smeared himself (and others) all over the runway. Wouldn't even want to get started on the mechanics of a burning aircraft dropping from thin to dense air attempting to land faster then designed.. I'm not qualified, nor will I impose a sloppy theory on you or anyone else. I do stand corrected and better for the experience! 12-B SAPPER 00-06 (ret.)
And he thought that landing 120 knots-fast was a good idea? Good lord. I will concede that this guy had a terrible team behind him that was giving him very bad advice. Putting yourself at this kind of risk to try to save equipment is assinine.
@@Skank_and_Gutterboy True, but all the training in the world can be lost during a moment of panic. They make you feel like shit when you lose an aircraft. He had the option to continue flying but chose not to. If I was his commander I would have told him "you will fly at least one more F-15 before calling it quits".
@@erichaynes7502 This really proves that anybody can have a bad day and this guy did not have a good team behind him. The Supervisor of Flying should've been reading him the procedure straight from the flight manual. His wingmen telling him to land 120 knots fast was STUPID, I hope they caught some crap for this. If the pilot had followed the boldface and checklist, I don't see how any senior or accident board could find fault with his ejection-decision. If it ain't right, change the tech data! You can go too far trying to save equipment, this is a clear case of it. He's still a good guy with a good career and this shouldn't mar it. It might be harder for him to get over mentally, though.
350 kts short final is A BIT fast. I'm assuming he blew his tires and couldn't stop. But hey, he had an emergency and was on fire. He did his best and lived. F the plane. Find a new one.
And yet this video is a teaching aid in what NOT to do. Pilot lived, but this is an example of everything wrong. What he was supposed to was Eject. His wingman knew it but was too afraid to come out and tell his lead that, but tried to cajole him to do the right thing several times.
Bryce Nelson No problem :) So his problem was that he was under the impression that he needed o land as fast as possible to keep the engine fire from spreading, so he landed far faster than normal. You can kind of see in the video, the plane is braking as hard as it can, and it’s skidding a little, but he just landed too fast. Normal landings are much slower, and often pilots use the plane to break too, pitching the plane up to increase drag.
Wow, I remember watching this 20 + years ago during ground school. I can't remember if it was Kingsville or Enid. The lesson I took away from it being that the goal of every emergency is to get it stopped.
Yep! I feel kinda bad for this pilot, his team was giving him terrible advice and it doesn't appear that anybody took a look at the checklist. Still, as the AC, he should've realized that there was no way to get the jet stopped landing >250 knots and his crashing jet would be crashing across the runway's perimeter road and a state highway. I'm glad no cross-traffic got hit.
Hear the audio to these all the time. All business and professional until the breathing. Can always tell the level of pucker factor by the breathing. Otherwise he sounds like an airline pilot.... "Our cruising altitude is 11 feet and our flight time will be 32 seconds at a speed of 300 knots. If you look out the right of the plane you will see a ball of fire. Again, thank you for flying with Scalded Dog Airlines. "
No doubt. My ship had a helo catch a tough gust about three feet off the deck and it blew the thing over to the left, and in the drink she went. The pilots and crew all lived. Those guts can't eject. Always made me appreciative of the fact that they know that and fly it anyway. Military pilots are the best there is. I've got much respect for them.
I'm the opposite. It amazes me when people freak out in situations like this, that only makes things worse. You need to keep a calm, cool head so you can problem solve. You have to understand that there are things that are out of your control, and just think about the things that you CAN control to get the plane on the ground safely.
The best aspect about getting the crippled plane back to an airport is the knowledge to be gained by after-action inspection and tear-down. F-15s having in-flight fires--with no enemy ordnance involved--is something that needs to be *very well* understood for future avoidance.
It was an engine failure with associated fire - there’s any of a million ways for that engine to self destruct and clip a fuel or hydraulic line resulting in a fire. These are VERY old jets, there’s no way they’d issue any kind of redesign or subsequent training most likely. The goal is to prevent the engine failure in the first place.
@@EstorilEm On the contrary, they are constantly being updated and improved. The government just loves putting new paint on old equipment rather than acquiring new equipment.
@@EstorilEm I don't know what the hell this guy or his team was thinking. Accepting this level of risk to save equipment is stupid and he's lucky he lived to tell about it. Deviating this far from published flight instructions was a bad decision. Having 4000 flight hours under his belt, he had to know what the boldface said about engine failure and fire. It doesn't tell you to do this. He had no braking because he landed so fast that his tires immediately blew and he had no braking action on the runway. Even if his tires had miraculously held up, brake energy was so off-the-charts that he would've had an immediate brake fire, which would also screw up your braking. If your tail-end is still burning after you actuate in-frame fire extinguishers, you point it toward an empty field and eject. This is a great training film on what not to do. I'm just glad that his jet, still doing 200 knots when he got to the end of the runway, didn't take anybody out when it overran the runway. I'll bet the distance that it went 4-wheeling was impressive.
One cool pilot -- give that man a medal for bringing that plane home and doing everything he could to save the plane and put it where it where it wouldn't hurt anyone. The Right Stuff is defined in this video. Great skill and coolness. -from another pilot who almost peed his pants just watching this.
Nope, he violated his tech data badly and his team advising him to land 120 knots fast was VERY poor advice. He was in a rural area, he should've pointed the jet toward an empty field, trimmed the jet up all nice to go to it, and ejected. Very interesting video, great example of what not to do. I guess nobody thought of the fact that his tires and wheels would come apart in an instant in a >200 knots landing. Do you know what the coefficient of friction of steel-on-concrete is? It's low, way too low.
Awesome pilot! That plane probably flies today. I watched one come in at Tinker without a left main locked. It slide 1500 ft on the ext tank caught fire burned for 2 mins. Pilot hopped out without injury. Took the chiefs 6 weeks to piece it back together and she flew home. Top notch Sir!
@@sensualeye They rebuilt that plane in our hangar and had to fly everything in beyond basic hand tools (which they did too). We had zero support beyond crash recovery.
I remember this, I was stationed at Whiteman, and had just passed around the perimeter road probably 15 min before this happened, I worked in the bomb dump, the end of the run way on that side was raised, and his jet shot off the end and clipped the perimeter fence and landed in a corn field.
I'm glad the young pilot got to go home that night with only an injured ankle from landing on his canopy after ejection. I was also there that afternoon. That was a sight to see this F-15 laying in the farmers corn field. The acft remained there for about a month before being placed on a flatbed and hauled to one of the hangers on the north end of the base. It pretty much happened as described below. He touched down at a high speed, blew both mains and rode it to the end of the runway before ejecting. Like I said he got to go home and lived to fly again. Great job.
Blew both tires? I guess that answers my question about a departure end engagement with the hook. A blown tire can push the cable forward breaking the pretension used to stand it up off the runway. The aircraft then rolls right over it and into the overrun with the hook skipping right over it.
@@bja2024 He blew both tires after landing over 100 knots fast. Stupidest thing I've ever seen. I'm sure the younger guys get shown this video and are told sternly, "This is why you follow the checklist instead of just Burger-Kinging it."
Quant Prep GMAT - GRE - SAT for me n you sitting on armchairs watching this, bro I nearly pee my pants..I would a been long gone, that's why those guys are selection remained exceptionally tough
yep......Total stud. Time and time again these guys have stayed with their crippled aircraft to move them away from populated areas. Occasionally they have had to stay with them all the way in..............
@@jerseyshoredroneservices225 But if you noticed that airport was kind of desolate there was nothing around but an airstrip from the cockpit view he was trying to say the airplane but it wouldn’t slow down enough my dad is a pilot I found all my life I understand airplanes and aerodynamics and the plane obviously didn’t completely destroyed because it was still Recording after it stopped
And there’s not a whole lot of time to react he tried to save the plane and ejecting is not at the auction always he only did it when he know he had to
@@anthonyferros5883 He wasn't supposed to try to save the plane. He had plenty of time to make the right decisions. I think you'll find this very interesting... th-cam.com/video/sGwPObO0x9Q/w-d-xo.html
Christ his breathing as he hit the runway.....cool as a cucumber throughout , then knew he'd managed to get his girl home but she wasn't gonna last the duration!!! Give that man a cigar for battling to the last second🖒🖒🖒🖒🖒🖒 Respect👏👏👏
Lol man the professionalism is just .... I cant believe how cool and calm the pilot was. He knew he had to punch it and no problem waits till the very last second cuz he wanted to save the plane. Give the man a medal I dont know what for but that's increidble
Without a doubt he made the right choice. I was an F-16 crew chief in th Air Force for 10 years. Pilots declare IFEs every single day and VERY VERY few ever end this way. I've watched a few hundred IFEs land without loss of life, injury, or an ejection. This aircraft lost its brakes (most likely when the no. 2 engine shelled out) and apparently did not have a barrier cable on that end of the runway for his tailhook to catch (yes, even USAF fighters have tailhooks).
I don't know how he was expecting to stop when he landed 120 knots fast. The result here was obvious and doing this to save equipment was a poor decision. The boldface tells you to eject (preferably toward an empty field) when you have a fire that won't go out and that's what he should've done. The logic is that if you have a fire onboard, it could burn through hydraulics or other critical systems and you could find yourself completely unable to fly the jet. It's better to put it down away from populations in a controlled way than having no choice on where to put it if/when control completely goes away. This guy made poor choices and unnecessarily endangered others. Now you know why the flight manual says what it does. His buddies probably got reprimanded for not even looking at the checklist or they saw it and completely disregarded it.
We can't see the fire or the majority of the instrumentation from where we're sitting. If that pilot chose a fast landing there may well be a good reason. Tried to save the a/c and only ejected when it was clear nothing more could be done. He is a pilot rather than fitter/engineer and not necessarily in a position to know how when and if the FBW flight surface control system/s might be damaged, and when that happens the a/c will pretty much do what it wants. You can't eject at nought feet if the a/c is inverted. How long is #1 engine going to co-operate for? I'm not saying it's wrong to use this footage as training material, just saying the extinguisher had already been discharged and wasn't fully effective, and.....we weren't there...
He was dumping the fuel in the air to avoid an explosion/worse fire, the jet was reporting that it was almost empty "BINGO FUEL", the pilot had already punched out long before the warning...
Glad I'm not the only one that said that. I was waiting for the TH-cam universe to kill me for it but at least I'm not the only one. This guy is lucky his jet didn't end up in a neighborhood. Should have immediately taken it to a safe place and gotten out...
The airspeed on final really surprises me. I'm also surprised that the F-15 community doesn't have a SFO/FO (flame out) landing procedure/profile like we do in the Viper (and the shuttle). It seems he could have put the aircraft at an SFO/FO high-key or even low-key and put the good engine in idle and landed on speed ... which would not have further complicated his day with an ejection, and he probably could have rolled out to a stop on the runway. That said, we all train for situations where even at a stop on the ground, if a fire is catastrophic, you can eject as a last resort. The seat is a zero-zero seat.
Unless the F-15 has an APU like the F-16 does, and I have no knowledge of whether the F-15 Hydraulic system can provide back up pressure with no running engines, OR if windmilling hydraulic pressure in the F-15 is stable enough through Flare/Touchdown to be safe. Otherwise if an F-15 looses both engines there would be no hydraulic pressure to the flight controls. If the turbines are not frozen from FOD then the pressure generated from the turbine windmilling should be enough to fly, but you loose that pressure as you slow down and ultimately flare to land. Where the F-16 redundancy comes from having the alternate hydraulic and power generator to enable SFO's, some duel engine fighters have no such back up in them and require an operating engine to be considered land-able. This means that your worst land-able configuration is a single operating engine, so they will perform a single engine straight in as opposed to flying to high key to then fly an abnormal procedure that gives no benefit of safety.
Yeah, but I presume that EP training and check rides in sims would absolutely cover this scenario endlessly. It sure used to. None of us know 100% how we will respond to such a situation until it happens. My experience was that simulator training prepared me much better than I would have expected. Not only did it prepare procedurally, I found the pucker factor much lower than I expected when things went bad because my reaction was "Oh, wow, I've seen this before. I know what to expect." This fellow didn't seem to have that reaction. Now, if something is happening that is counter to all that training (and it does happen), then that is cause for concern. I had a similar situation in an A-7 that had already failed to get the nose gear up and locked on takeoff. I had two external fuel tanks and two napalms on board. I held gear down out at the IAF (about 15 miles) at altitude just to burn down fuel. Suddenly the engine began to surge and behave as if it was fuel starved. I proceeded to the base and, despite accomplishing all the emergency procedures, the engine continued to cough and sputter. When the procedures didn't work, the pucker factor went up. We didn't have an SFO profile, but had a R.A.T. (ram air turbine). I jettisoned the napalms, but could not jettison the fuel tanks because they are inhibited when the gear are down because they are over the deployed main gear. Retracting the gear to jettison the tanks could have created a bigger problem if the nose gear would not lock down again. I just had to limp in at max range AOA/airspeed. Landed just fine. Clogged fuel filter. I was lucky. I cursed the airplane and thanked the good Lord. :-)
Gw2Zoke The F-15 has 3 Hydraulic Sys (PC-1, PC-2, and Utility) each Hyd Sys has 2 circuits each circuits A & B. There is 4 Hyd Pumps 1-each PC 1 & 2 and a L/H & R/H Utility Pumps it needs at least one engine running for Hyd’s. It has an accumulator for Emergency Brakes but limited use. It’s nice to have two engines versus only one engine like an F-16. Oh also the F-15 has an JFS (Jet Fuel Starter) works different than an APU which an F-18 has. They said this A/C had a fire on #2 Engine it would be scary to dump fuel out that R/H fuel vent on the wing tip near the #2 Engine being its on the R/H side. The quality of the video was terrible. Hope the pilot was safe!
The boldface states that if you actuate in-frame fire extinguishers and your tail-end remains on-fire, you eject. If you're going to deviate from that, at least be smart about it. Trying to land 120 knots fast is the stupidest thing I've ever seen. I'm glad he didn't kill anybody when his crashing F-15 crossed the perimeter road and a state highway in pieces at 200 MPH.
Why punch out? No spin, no loss of control. Add in some corrections, watch temps in your other engine, notify control and see how long she holds. I love it when youtubers think they know what they're talking about. You are entirely correct and this was awesome! On a side note, the F-35 has one engine....just saying.
Something to remember is that CRITICAL hydraulics are unaffected by the loss of either engine. All of the control surfaces can be operated with an engine out, the gear can still be lowered using the emergency gear extension, and there is an accumulator that has some reserve brake pressure to allow for emergency braking. The systems that I mentioned above aren't necessary to perform a successful emergency landing. However, the F-18's primary source of redundancy is its reliability.
Aircraft are prone to rolling if they depart the runway at high rates of speed and in fighter aircraft it often results in crew member fatality. Any time we have a high speed or high angles departure we pull the handle. Once the plane begins to roll you're almost immediately out of the ejection envelope.
I don't know how he was expecting to get the jet stopped by landing at the ludicrous speed that he did. The result here is obvious. Accepting that kind of risk to try to save equipment is a bad idea. I'll bet he and the rest of his flight got a good talking-to about checklist discipline.
The people singing this guy's praises all over this comment section are clueless. The boldface for F-15 is very short and straightforward: if you actuate in-frame fire extinguishers and the fire keeps burning, you eject (preferably after you point the jet at an empty field first, I'm sure). Your comment above only amplifies why that is the right way to go. Putting yourself at this kind of risk to save equipment is stupid and this guy committed the cardinal sin of putting the general public at risk. Since he's a senior pilot with 4000 flight hours and surely has the years to retire, he probably just got a stern talking-to. A junior pilot's career would be a lot less certain.
PIO. Pilot induced oscillations. He was trying to get the aircraft mains to land by briefly giving nose down, then nose up inputs. Prolonged inputs would make the nose gear contact the runway prior to the mains.
This guy had a terrible team behind him, I hope they got upgraded for their terrible checklist discipline. I don't know how he and his team ever thought that his wheels and tires would hold together at that speed. They didn't, at all, and that was entirely predictable. Now we know why the boldface says that if you activate in-frame fire-extinguishers and your back end is still on fire, you eject. I'm glad that his crashing jet didn't take out any motorists when it crossed perimeter road and a state highway at over 200 knots. His actions endangered the public, that's bad. I'm not saying that anybody should get kicked out of their job or anything like that, but the published procedures exist for a reason and I hope they at least got a good talking-to about grossly violating it. The Supervisor of Flying should've been disqualified and had to re-qualify.
OUTSTANDING! As a Vietnam Vet. Army Paratrooper my hat is off to both pilots! True professionals and I'm proud to know they are ours. Does anyone know what the cause of the fire was and is it indemic to the Eagle or was it just one of those days? God bless to them both.
11 years later... lol. my best guess is that something in the engine was cracking, and it just broke. given the altitude hes at, you can basically eliminate the possibility of a bird strike or anything like that. probably a mechanical failure
I don't know much about the F-15 but if it is anything like the Hornet the #2 engine provides HYD2A/HYD2B hydraulic power. 2A/2B hydraulics control nose wheel steering, braking, anti-skid, and in the Hornets case, the launch bar, tailhook, and refueling probe. IF the F-15 is like the Hornet it would be a plausible explanation as to why he wasn't able to stop her before he ran out of runway. Interesting clip nonetheless. I'm going to look into it to curb my curiosity.
Glad he made it out of there safe ! Wish he followed the checklist he had himself in a bad situation landing with 270+ knots is worse than ejecting in the air ! He should followed the checklist and ejected in a safe area away from populated areas that would give him a better envelop for the ejections seat . In the end i would like to say im amazed how calm he was and im sure he did his best
I think the constant vering back and forth on the runway was caused by the loss of hydraulic pressure on his right wheel brake. Meaning only the left one was working. The person you hear him talking to is his wingman not a WSO (backseater). Although climbing is not a bad idea, military pilots have a checklist for just about every emergency you can think of and they have to follow it.
Yes, they do have a checklist. That and the boldface state that if you activate in-frame fire-extinguishers and your tail-end is still burning, you eject. Now you know why. When he landed, his tires and wheels immediately came apart, they're not designed to land at that ludicrous speed. There's no braking action when your wheels are gone (literally). Within a few seconds, he was grinding on his landing gear struts and was steering because he was still going fast enough to have rudder-authority. That's what the back-and-forth motion was. I'm glad his crashing jet didn't take out any motorists when his jet crashed across perimeter road and a state highway. His actions endangered the public, that's what people don't realize. He's the Aircraft Commander, it's his decision to follow published tech data or not, but he's responsible for whatever happens. I'm sure jet pilots were shown this video widely as an example of why you don't do this.
You never know where the plane will go, so you try not eject if you can avoid it. He didn't know about the brakes until he was on the ground, then it was time to say goodbye. Also ejecting causes injury, but less then not ejecting, so ejecting is used as a last resort.
+veryslyfox With a major fire that can't be extinguished, you've got a lot of considerations....since it continued even after shutdown, it's obviously being fuel or oil-fed. You don't know the extent of the damage to other systems or even the internal airframe. Slowing is going to keep more of the fire inside whatever's left of the engine shell and transfer that heat to the airframe, as well as changing the structural loads on the craft. The F-15's stabilators have a single connection point and actuator just inches from the combustor area which was probably way overheated. If hydraulic quantity or pressure is affected, you'd have to consider that operating flaps or otherwise trying to configure the craft for a normal landing could lead to either depletion, additional fire, or asymmetrical control surface activation, which could roll you over and put you in the ground like a lawn dart on approach...these things have happened all too often, where a badly crippled plane was flying until certain things were activated and suddenly the situation became untenable...so sometimes with a catastrophic failure your best bet is to fly what you got and land hot if you have any doubts. That pilot is still alive, so in my mind he made the correct choice.
if anyone this was done well consider that this video and its Safety Investigation Board results is training curriculum at Undergraduate Pilot Training (UPT) on what NOT TO DO. Numerous mistakes were made, unnecessarily, including flying the approach faster than required or that data validated.
@TheBinary000 I think the main causes of the vibration was A, switching power supplies to really big battery to handy battery. B, Breaking through glass at 90MPH isn't exactly pleasant for the pilot or the camera. C, He's scared to death with a burning airplane below him, he might be checking everything to see if it's all right.
Misty 1 could have punched out as soon as he was informed that the fire in #2 was not extinguished after shutting it down. I am amazed he didn't lose flight controls before even getting close to landing. This pilot has "the right stuff" without a shadow of doubt.
Amazing coolness under pressure displayed by the pilot and fellow pilots. And perfect execution of crew resource management in an emergency. That pilot was the only one in the plane, but he had his buddies right next to him the whole time (helping him out with information and considerations). Beautiful management of the emergency from what we can see. Truly professional aviators here.
Maybe many things he "should" have done, but unless he'd practised it in the simulator, who knows what was going through his mind ? It's been shown in many civilian aircraft crashes, that the crew can get fixated on what is a relatively minor problem, (not that I'm saying an engine fire is a minor problem) and forget to fly the aircraft. The main thing is, he survived, and others will hopefully learn from his mistakes. The person who never made a mistake, never made anything.
Because of the AMAD aircraft mounted accessory drive (Gearbox) has pumps for hydraulics, was most likely damaged from fire or was the cause. The F15 has two gearbox's each with two pumps, mounted under the front of the engines and mounted into the airframe. He may have tried the emergency breaks but who knows.
The #5 engine bearing failed causing the engine oil to catch on fire. The pilot landed WAY too fast and couldn't stop. I know this because I was in the unit and worked in aircraft maintenance at the time of the crash. The unit was the 131st fighter wing, Missouri Air National Guard.
@@Ayyo8976 Fan Turbin Inlet Temperature. It is how hot the air is at the first turbine/fan turbine. It is located just after the combustion chamber and takes the brute amount of heat from it. If it gets too hot you could weaken the metal and cause a turbine failure. Or a fire.
Awwww shit! Sounds like he kept head together...sounded like his breathing and heart rate barely went up....you guys rock,Glad to know he was able to have "boots on the ground" again! Hopefully the movies and rumors are correct about pilots always getting laid the most are true....very deserving fellas...
Due to the fire, his speed brake and air brake might not have been working. The air bake is a hydraulic-powered system that might have been damaged. Their emergency procedures might even say not to deploy the brakes in the event of engine fire -- I'm not sure. F-15s don't have brakes like a car. As far as the fire, there's more than just fuel that can fuel a fire. Something is wrong with the engine, as it caught fire in the first place, so there are many reasons why the fire would continue.
@casser24 My guess is that he was just trying to get it on the ground as fast as he could (correctly so), so he touched down at something like 270 knots. The tires probably blew, leaving him with no braking. He knew he was going to go off the far end of the runway (into the arrestor cable) at over 150 knots, so he made the decision to get out while he could. He did an amazing job of piloting to get it down and at least take a shot at saving the aircraft.
Yet another instance of when having an ejection seat is a blessing. Regardless of any other factors, it was the pilots final 'hero' here, I'm betting, not that that ride is all that much fun, from what I hear. I wonder if the seats are 'smarter' now and offer any flexibility when that amount of g might not be so necessary...maybe with multiple solids to pick thrust level by firing fewer or more, as needed? Would also be nice if punched low in a 'not up' orientation it could point your velocity vector up, in a hurry.
The seat is designed to save your life, but it's not designed for comfort. He managed to get the plane down safely and thus close to the emergency services, but because he landed so fast he wasn't able to stop in time and so made the decision to punch out. Hope he didn't get banged up too bad and continued to fly.
That airspeed on final indicated how hard it is to slow down a jet. He knew on final he probably wasn't going to get it stopped; that's why he asked if they had a "cable".
I agree that the energy management of a jet is tricky but I can’t help thinking that the alpha loading of an initial and pitch would have done the trick. I was once operating into a joint military/civil base (I fly transport category) we were on a 5 mile final and we were told that we were number 2 to an F18 who is inbound 10 miles from the west. I thought the controller had made a mistake, but no. The f18 came in like a bat out of hell:- initial, pitch and landed by the time we were 3 miles! I was blown away!
@@normannutbar424 You don't come into the break with an engine fire, which is I assume what you mean by "Initial and pitch". You also don't start at 17k' and 400+ knots and be on deck 4 mins later. You can see how much energy he is gaining in the descent; his only option would have been to drop the gear before he started the descent but that's not your first thought on an engine fire, and comes with its own baggage. Don't know if the F-15 needs the right engine for speed breaks or not; they may have been unavailable, and generally don't do a whole lot.
Luckily not a situation I’ve ever been in. He did well to get home. A friend of mine had to pull the fire handle once, but fortunately it did it’s job.
That was some great piloting. Pity it didn't stop and he had to bang out anyway. Notice early in the sequence the asymetric thrust is making the plane yaw to the right badly ( pipper right over one side of the reticle).
Amazing how cool and collected the pilot was landing the aircraft knowing the plane had major problems, even at the point of ejection, the pilot never seemed afraid of the situation.
The pilot minimise the damage to the plane and posible danger to others. You can't just let the plane crash somewhere on the ground and may kill inocent people. Ejecting is the very LAST resourse to a pilot to save his life as you saw on this video. At touch down he already know there is no way to stop the plane, but he stay on the cockpit to that very last moment. He did a nice job.
He wasn't low on fuel....when the AC crashed it ruptured the fuel cell or severed the connection with the sensor and with battery still on, the computer continued to provide warnings....fuel and left side over temp.....over temp was caused by high power setting with limited airflow to keep engine within normal operating parameters
Did you find anything out about the F-15 and Hornet hydraulic systems? It would make sense if there are a lot of similarities, both being MD aircraft. As an aside, I was listening to the pilot's breathing rate. What I found most interesting was it was about the same as mine while watching the video. The difference is he was there, and I'm loafing around after finishing lunch. I think you'll agree with calm and cool demeanor is the product of good training.
I think he was doing that so he'd get the jet down as quick as possible, and the back seater did point out that the fire could spread if they lost the airflow though the engine. I'm no pilot, but that seemed like sound logic to me. At least he had it on the runway, I think most of us normal people would be grabbing for the 'get me the hell out of here' handle. Shitty landing, normally, yes. But considering the airplane was on fire, and might have just left, full of gas...
good pilot! ...i admire the professionalism and coolness of fighter-pilots ...in another YT-video, you see a french Mirage 2000-crew confronted with engine failure southern of Nancy air base ...those guys discuss calmly the option to eject as their plane touch top of the trees (80 feet altitude) ...crazy frenchies! :)
Oh shut up the pilot's still a human being and I'm sure maxrioseco didn't mean anything negative by it. Of course he was scared. He was scared and in control and that's incredibly noble and worthy of respect
HUD: lying in the grass.
Everyone: running to assist the pilot
Bitching betty: "...bingo fuel!"
lol. That's what I was thinking. "Thanks Betty".
Yeah now she's starts talking Where were you 5 minutes ago ?
Yeah, and "Overtemp--left!" No, honey, I think it's the right engine that's got temperature problems...
Please like this comment so it stays at the top for reading. I am a prior F-15E pilot (see user name) and safety officer. We used this video as an excellent example of poor CRM (Crew/Cockpit Resource Management). The pilots of both aircraft did a great job initially, but as they lined up on final, the emergency aircraft failed to revert to the flying basics (aviate, navigate, communicate). He flew his approach almost 100 knots above his normal approach speed, he oversped the gear when he lowered it, and he landed so fast that he got into a PIO (Pilot Induced Oscillation) when he landed, then couldn't stop it and had to eject. This accident could have been prevented had he slowed on final to proper approach speed, and if his wingman had pimped on that rather than giving extraneous comm about engine heat on landing, this might not have happened. There are plenty of examples of Air Force pilots doing great things, but this isn't one of them.
+F15EFlyer To be honest the only thing going on in my mine watching this is if the entire thing might blow up.
Seems like the pilot wanted ON the ground rather then punching out and letting the aircraft "fly off" some place.
Who says it just wasn't going to explode?
Hardly think the air-frame was going to be recoverable anyhow. Sounds like Monday quarterbacking to me ..
+ramairgto72 The pilots were completely correct in wanting the get the aircraft on the ground. Fighter aircraft don't explode, but if the engine is on fire, there is a good chance that components will continue to burn and critical items like flight controls be burned beyond use.
My statement is absolutely Monday morning quarterly quarterbacking; as I said, we use it as a safety video for an example of things done right and things done poorly. Realistically, if they couldn't get the fire to go out, they would have completely justified in punching out while in the air. Instead, he ended up punching out on the ground at a much slower speed, significantly lowering his chances of surviving the ejection.
F15EFlyer
I might be murdering this and forgive me if I do.
Is that not a ACES II "zero zero" ejection system?
I totally agree with what you're saying btw, so don't take my post as anything but 2 even tempered people talking.
it just seems when they made this into a "safety film" on what Not to do that it was very arrogant.
"Next time you're on fire on one engine, land the aircraft correctly"
Really?
It's like ridiculing a Soldier who used his Bayonet to kill a guy because his rifle jammed.
May I ask what you would have personally done, as well as what the instructors said to do?
12-B SAPPER
00-06 ret.
+ramairgto72 First off, I wish more people were as civilized as you with their responses around here, and I appreciate the questions. To answer them and provide a little more:
- "Was it ACES II?" I can't say for sure (this occurred five years before I started flying the F-15E), but I'm almost positive it was the same ACES seat, which does have a zero altitude and zero airspeed limitation. For others reading who may not be aware, that means he could in theory eject on the ground and not moving, and land safety in the parachute.
- Regarding making it into a safety film as "being arrogant," I can understand that from an outsider who has never dealt with the military safety system, but it's quite the opposite. When the Air Force conducts a Safety Investigation Board (SIB), the intent is strictly to determine why an accident occurred in order to prevent it from happening in the future. Those reports are FOUO (For Official Use Only), so they can't be released to the public, but they are accessible by safety offices, who often brief the all aircrews on the events (even if not in the same type of aircraft). We take away lessons learned and make sure to pass them along to our fellow aviators so it doesn't happen in the future. Wouldn't it be terrible if something similar happened a year later because we failed to recognize our mistakes and learn from them?
- "Next time you're on fire on one engine, land the aircraft correctly" That's not what I said, though I agree with the sentiment. The irony of this whole situation is that the technical order tells you that if you cannot extinguish the fire, you should eject. Had he ejected, nobody would have faulted him. That said, he made the decision to and so he absolutely should have done it correctly. We train to this (fly single engine approaches) all the time. I have had engine failures, hydraulic failures, gear malfunctions, and even structural failures. In every single event I landed the aircraft safely. Have I made mistakes before? You bet your ass. Have I fessed up and told others so they don't make the same mistake? Damn right. It's what we do.
- "May I ask what you would have personally done, as well as what the instructors said to do?" It's been so long since I read the safety report that I don't recall what it recommended (even if I did, those results would be FOUO as I mentioned), but I imagine that they recommended either ejecting when he discovered he could put out the fire, or landing at the correct speed. I mentioned before I've had engine failures (not fires), for which I used the other engine in max afterburner to get home as soon as possible. But I gave myself a point at which I could slow down in time to configure (gear limit on the F-15 is 250 knots - he oversped his gear by about 100 knots) and slow down to land. It's no problem to stay fast on final, but he slowed to 250 knots by short final (2-3 miles) with the other engine in idle, he could have slowed to a decent approach speed that allowed him to land and stop.
F15EFlyer
I do appreciate your reply, the sharing of knowledge should not be fueled with "ego" and or strife.
Unfortunately I have had to bear witness to many Military safety films, one that sticks in my mind is the SSgt in a taxi, hand out the window getting his fingers cut off by a guy on a bike for his ring.
Seldom did we ever have actual film footage for class room "Do's & Don'ts". Being an Airmen you have the luxury of several "in flight" gun camera videos to draw on.
One nagging thing about this film that keeps coming back to me is "Why didn't he just eject", and the more I have "shared" with you the more I start to understand why this is considered what it is.
I can now wrap my mind around the fact he was at more risk attempting to land as fast as he did, taking into account he could have compromised many things, just from "over speeding" his landing gear...On landing that fast he cut down his "problem management" time while adding more problems to his situation... Could have smeared himself (and others) all over the runway.
Wouldn't even want to get started on the mechanics of a burning aircraft dropping from thin to dense air attempting to land faster then designed..
I'm not qualified, nor will I impose a sloppy theory on you or anyone else.
I do stand corrected and better for the experience!
12-B SAPPER
00-06 (ret.)
You can never have too much fuel. Except when you're on fire 🔥. Excellent job jet pilot 👍
or when you're too heavy to land
Fun Fact: This F-15 pilot was one of the most experienced F-15 pilots in the world at the time of his crash. Over 4,000 hours!
He sounded like it. Very cool and in control under extreme stress
And he thought that landing 120 knots-fast was a good idea? Good lord. I will concede that this guy had a terrible team behind him that was giving him very bad advice. Putting yourself at this kind of risk to try to save equipment is assinine.
@@Skank_and_Gutterboy True, but all the training in the world can be lost during a moment of panic. They make you feel like shit when you lose an aircraft. He had the option to continue flying but chose not to. If I was his commander I would have told him "you will fly at least one more F-15 before calling it quits".
@@erichaynes7502
This really proves that anybody can have a bad day and this guy did not have a good team behind him. The Supervisor of Flying should've been reading him the procedure straight from the flight manual. His wingmen telling him to land 120 knots fast was STUPID, I hope they caught some crap for this. If the pilot had followed the boldface and checklist, I don't see how any senior or accident board could find fault with his ejection-decision. If it ain't right, change the tech data! You can go too far trying to save equipment, this is a clear case of it. He's still a good guy with a good career and this shouldn't mar it. It might be harder for him to get over mentally, though.
@Skank_and_Gutterboy if he's lost and elevator control or lift landing fast is probably a smart idea.
Better to bust it up on the field than bust it up in a neighborhood. Well done again...
350 kts short final is A BIT fast. I'm assuming he blew his tires and couldn't stop. But hey, he had an emergency and was on fire. He did his best and lived. F the plane. Find a new one.
plane furor no
250*
5:35 - the shuddering is the tires blowing.
@@BryonLape if the tires had blown he would have decelerated much fast than he did
And yet this video is a teaching aid in what NOT to do.
Pilot lived, but this is an example of everything wrong.
What he was supposed to was Eject. His wingman knew it but was too afraid to come out and tell his lead that, but tried to cajole him to do the right thing several times.
Idiots are saying "Why did he eject?" . . . . let's see. . . he's on fire, no brakes, out of runway at 150 mph. . . .
Why couldn’t he slow down? Reverse thruster didn’t work since the engine was on fire?
Bryce Nelson In general fighter jets don’t have thrust reversers. They’re too heavy for not enough gain, and they take a lot of space.
Nightwolf thanks for the response. Excuse my ignorance but why couldn’t he slow down and stop? What prevented him from doing that?
Bryce Nelson No problem :) So his problem was that he was under the impression that he needed o land as fast as possible to keep the engine fire from spreading, so he landed far faster than normal. You can kind of see in the video, the plane is braking as hard as it can, and it’s skidding a little, but he just landed too fast. Normal landings are much slower, and often pilots use the plane to break too, pitching the plane up to increase drag.
Nightwolf okay that makes sense. After a second look I did notice he was coming in hot so yeah that would do it. I appreciate it
Wow, I remember watching this 20 + years ago during ground school. I can't remember if it was Kingsville or Enid. The lesson I took away from it being that the goal of every emergency is to get it stopped.
Yep! I feel kinda bad for this pilot, his team was giving him terrible advice and it doesn't appear that anybody took a look at the checklist. Still, as the AC, he should've realized that there was no way to get the jet stopped landing >250 knots and his crashing jet would be crashing across the runway's perimeter road and a state highway. I'm glad no cross-traffic got hit.
Hear the audio to these all the time. All business and professional until the breathing. Can always tell the level of pucker factor by the breathing. Otherwise he sounds like an airline pilot.... "Our cruising altitude is 11 feet and our flight time will be 32 seconds at a speed of 300 knots. If you look out the right of the plane you will see a ball of fire. Again, thank you for flying with Scalded Dog Airlines. "
Hahah
@@zer0dahero pardon me. When I go down a youtube wormhole of ATC audio
there'll be plenty of time to cry like a little girl if we survive this shit
🤣🏴💙🏴💙🤣pucker up sweetheart 😘
Great video. Gotta love the pilot for keeping his composure and getting the plane down without risking lives
Betty's Last Words "Bingo Fuel" ! lol I think it was more like "Bingo Runway" !
and "Bingo airframe"
it amazes me when pilots stay calm....when they know they could lose there life in seconds....you guys ...pilots....are amzing.....
No doubt. My ship had a helo catch a tough gust about three feet off the deck and it blew the thing over to the left, and in the drink she went. The pilots and crew all lived. Those guts can't eject. Always made me appreciative of the fact that they know that and fly it anyway. Military pilots are the best there is. I've got much respect for them.
their
@@dks13827 thanks.
@@dks13827 Another grammar warrior. Add something to the conversation instead of being a 🛎 end.
I'm the opposite. It amazes me when people freak out in situations like this, that only makes things worse. You need to keep a calm, cool head so you can problem solve. You have to understand that there are things that are out of your control, and just think about the things that you CAN control to get the plane on the ground safely.
Talk about calm under pressure! Great job.
The best aspect about getting the crippled plane back to an airport is the knowledge to be gained by after-action inspection and tear-down. F-15s having in-flight fires--with no enemy ordnance involved--is something that needs to be *very well* understood for future avoidance.
It was an engine failure with associated fire - there’s any of a million ways for that engine to self destruct and clip a fuel or hydraulic line resulting in a fire.
These are VERY old jets, there’s no way they’d issue any kind of redesign or subsequent training most likely. The goal is to prevent the engine failure in the first place.
@@EstorilEm On the contrary, they are constantly being updated and improved. The government just loves putting new paint on old equipment rather than acquiring new equipment.
@@EstorilEm
I don't know what the hell this guy or his team was thinking. Accepting this level of risk to save equipment is stupid and he's lucky he lived to tell about it. Deviating this far from published flight instructions was a bad decision. Having 4000 flight hours under his belt, he had to know what the boldface said about engine failure and fire. It doesn't tell you to do this. He had no braking because he landed so fast that his tires immediately blew and he had no braking action on the runway. Even if his tires had miraculously held up, brake energy was so off-the-charts that he would've had an immediate brake fire, which would also screw up your braking. If your tail-end is still burning after you actuate in-frame fire extinguishers, you point it toward an empty field and eject. This is a great training film on what not to do. I'm just glad that his jet, still doing 200 knots when he got to the end of the runway, didn't take anybody out when it overran the runway. I'll bet the distance that it went 4-wheeling was impressive.
One cool pilot -- give that man a medal for bringing that plane home and doing everything he could to save the plane and put it where it where it wouldn't hurt anyone. The Right Stuff is defined in this video. Great skill and coolness.
-from another pilot who almost peed his pants just watching this.
Nope, he violated his tech data badly and his team advising him to land 120 knots fast was VERY poor advice. He was in a rural area, he should've pointed the jet toward an empty field, trimmed the jet up all nice to go to it, and ejected. Very interesting video, great example of what not to do. I guess nobody thought of the fact that his tires and wheels would come apart in an instant in a >200 knots landing. Do you know what the coefficient of friction of steel-on-concrete is? It's low, way too low.
Awesome pilot! That plane probably flies today. I watched one come in at Tinker without a left main locked. It slide 1500 ft on the ext tank caught fire burned for 2 mins. Pilot hopped out without injury. Took the chiefs 6 weeks to piece it back together and she flew home. Top notch Sir!
When was that?
It helped that Tinker is a maintenance base!
@@sensualeye Not for F-15's
@@dmsdmullins point is they are more equipped than other bases. I was stationed there too.
@@sensualeye They rebuilt that plane in our hangar and had to fly everything in beyond basic hand tools (which they did too). We had zero support beyond crash recovery.
This guy is really calm for flying around with a tank of jet fuel on fire.
I remember this, I was stationed at Whiteman, and had just passed around the perimeter road probably 15 min before this happened, I worked in the bomb dump, the end of the run way on that side was raised, and his jet shot off the end and clipped the perimeter fence and landed in a corn field.
Chris S Almost got cornholed
IYAAYAS
Was that F-15 from the Missouri Air National Guard when they were at Lambert Field across the field from
McDonnell Douglas?
@@alanwhiteside410 it has to be I can't think of another reason an F-15 was in that area.
@@budskrilla2u133 I was an ammo troop…just stop w/ the iyaayas. It’s not a good look.
I'm glad the young pilot got to go home that night with only an injured ankle from landing on his canopy after ejection. I was also there that afternoon. That was a sight to see this F-15 laying in the farmers corn field. The acft remained there for about a month before being placed on a flatbed and hauled to one of the hangers on the north end of the base. It pretty much happened as described below. He touched down at a high speed, blew both mains and rode it to the end of the runway before ejecting. Like I said he got to go home and lived to fly again. Great job.
Blew both tires? I guess that answers my question about a departure end engagement with the hook. A blown tire can push the cable forward breaking the pretension used to stand it up off the runway. The aircraft then rolls right over it and into the overrun with the hook skipping right over it.
@@bja2024
He blew both tires after landing over 100 knots fast. Stupidest thing I've ever seen. I'm sure the younger guys get shown this video and are told sternly, "This is why you follow the checklist instead of just Burger-Kinging it."
lol his wingman was trying really hard to get him to follow the checklist, but was too afraid to step on toes
RESPECT for this Brave Pilot ... waited till the very last moment till he Knew there's nothing else he could do. What a man.
Quant Prep GMAT - GRE - SAT for me n you sitting on armchairs watching this, bro I nearly pee my pants..I would a been long gone, that's why those guys are selection remained exceptionally tough
I totally agree bro.
yep......Total stud.
Time and time again these guys have stayed with their crippled aircraft to move them away from populated areas. Occasionally they have had to stay with them all the way in..............
Wow. Landing the aircraft on one engine. One on fire, under control - impressive!
Pretty awesome how the DVTR survived!
Yes that pallet was super professional he stuck it out to the last second that’s a real military pilot God bless you buddy
The right thing to do would have been to immediately take the plane to a safe place and eject. What he did instead wasn't professional.
@@jerseyshoredroneservices225 But if you noticed that airport was kind of desolate there was nothing around but an airstrip from the cockpit view he was trying to say the airplane but it wouldn’t slow down enough my dad is a pilot I found all my life I understand airplanes and aerodynamics and the plane obviously didn’t completely destroyed because it was still Recording after it stopped
And there’s not a whole lot of time to react he tried to save the plane and ejecting is not at the auction always he only did it when he know he had to
@@anthonyferros5883
He wasn't supposed to try to save the plane. He had plenty of time to make the right decisions. I think you'll find this very interesting...
th-cam.com/video/sGwPObO0x9Q/w-d-xo.html
Christ his breathing as he hit the runway.....cool as a cucumber throughout , then knew he'd managed to get his girl home but she wasn't gonna last the duration!!!
Give that man a cigar for battling to the last second🖒🖒🖒🖒🖒🖒 Respect👏👏👏
Lol man the professionalism is just .... I cant believe how cool and calm the pilot was. He knew he had to punch it and no problem waits till the very last second cuz he wanted to save the plane. Give the man a medal I dont know what for but that's increidble
Without a doubt he made the right choice. I was an F-16 crew chief in th Air Force for 10 years. Pilots declare IFEs every single day and VERY VERY few ever end this way. I've watched a few hundred IFEs land without loss of life, injury, or an ejection. This aircraft lost its brakes (most likely when the no. 2 engine shelled out) and apparently did not have a barrier cable on that end of the runway for his tailhook to catch (yes, even USAF fighters have tailhooks).
I don't know how he was expecting to stop when he landed 120 knots fast. The result here was obvious and doing this to save equipment was a poor decision. The boldface tells you to eject (preferably toward an empty field) when you have a fire that won't go out and that's what he should've done. The logic is that if you have a fire onboard, it could burn through hydraulics or other critical systems and you could find yourself completely unable to fly the jet. It's better to put it down away from populations in a controlled way than having no choice on where to put it if/when control completely goes away. This guy made poor choices and unnecessarily endangered others. Now you know why the flight manual says what it does. His buddies probably got reprimanded for not even looking at the checklist or they saw it and completely disregarded it.
I can only imagine it's a warning tone. On hearing this; then he his sent the messages to check his left engine for a potential fire.
We can't see the fire or the majority of the instrumentation from where we're sitting. If that pilot chose a fast landing there may well be a good reason. Tried to save the a/c and only ejected when it was clear nothing more could be done. He is a pilot rather than fitter/engineer and not necessarily in a position to know how when and if the FBW flight surface control system/s might be damaged, and when that happens the a/c will pretty much do what it wants. You can't eject at nought feet if the a/c is inverted. How long is #1 engine going to co-operate for? I'm not saying it's wrong to use this footage as training material, just saying the extinguisher had already been discharged and wasn't fully effective, and.....we weren't there...
agreed.use for a visual aid,alone ..and only.
too many U/K "unattested" variables to warrant used as data determinates .
The Philpott fact is he was doing 300kts over the end of the runway. You don’t land at 300kts.
@@brandspro year but he probs landed that fast to stop the fire spreading
@@brandspro You've probably never landed anything XD
Goddamit Betty,The plane is on fire,Doing an emergency landing,And cannot stop.BUT YOUR MAIN CONCERN IS THE FUEL STATUS??
He was dumping the fuel in the air to avoid an explosion/worse fire, the jet was reporting that it was almost empty "BINGO FUEL", the pilot had already punched out long before the warning...
YZFoFittie No shit, he's making a joke.
6:15.. worst thing about this, the pilot was playing online BINGO and won .. you can hear the old lady say Bingo,,, he didn't get to cash in...
That comment's worth way more than 20 likes...
lol
Everyone commenting not realising they show this video in fighter school as an example of what NOT to do. He should have ejected as per the checklist.
Glad I'm not the only one that said that. I was waiting for the TH-cam universe to kill me for it but at least I'm not the only one. This guy is lucky his jet didn't end up in a neighborhood. Should have immediately taken it to a safe place and gotten out...
He lived another 20 years so that's something. Sorry to hear he passed away recently.
ATC: "Welcome to Whiteman Air Force Base, sir".
F15 Pilot: "Oh, God!"
The airspeed on final really surprises me. I'm also surprised that the F-15 community doesn't have a SFO/FO (flame out) landing procedure/profile like we do in the Viper (and the shuttle). It seems he could have put the aircraft at an SFO/FO high-key or even low-key and put the good engine in idle and landed on speed ... which would not have further complicated his day with an ejection, and he probably could have rolled out to a stop on the runway. That said, we all train for situations where even at a stop on the ground, if a fire is catastrophic, you can eject as a last resort. The seat is a zero-zero seat.
Unless the F-15 has an APU like the F-16 does, and I have no knowledge of whether the F-15 Hydraulic system can provide back up pressure with no running engines, OR if windmilling hydraulic pressure in the F-15 is stable enough through Flare/Touchdown to be safe. Otherwise if an F-15 looses both engines there would be no hydraulic pressure to the flight controls. If the turbines are not frozen from FOD then the pressure generated from the turbine windmilling should be enough to fly, but you loose that pressure as you slow down and ultimately flare to land. Where the F-16 redundancy comes from having the alternate hydraulic and power generator to enable SFO's, some duel engine fighters have no such back up in them and require an operating engine to be considered land-able. This means that your worst land-able configuration is a single operating engine, so they will perform a single engine straight in as opposed to flying to high key to then fly an abnormal procedure that gives no benefit of safety.
Yeah, but I presume that EP training and check rides in sims would absolutely cover this scenario endlessly. It sure used to. None of us know 100% how we will respond to such a situation until it happens. My experience was that simulator training prepared me much better than I would have expected. Not only did it prepare procedurally, I found the pucker factor much lower than I expected when things went bad because my reaction was "Oh, wow, I've seen this before. I know what to expect." This fellow didn't seem to have that reaction. Now, if something is happening that is counter to all that training (and it does happen), then that is cause for concern. I had a similar situation in an A-7 that had already failed to get the nose gear up and locked on takeoff. I had two external fuel tanks and two napalms on board. I held gear down out at the IAF (about 15 miles) at altitude just to burn down fuel. Suddenly the engine began to surge and behave as if it was fuel starved. I proceeded to the base and, despite accomplishing all the emergency procedures, the engine continued to cough and sputter. When the procedures didn't work, the pucker factor went up. We didn't have an SFO profile, but had a R.A.T. (ram air turbine). I jettisoned the napalms, but could not jettison the fuel tanks because they are inhibited when the gear are down because they are over the deployed main gear. Retracting the gear to jettison the tanks could have created a bigger problem if the nose gear would not lock down again. I just had to limp in at max range AOA/airspeed. Landed just fine. Clogged fuel filter. I was lucky. I cursed the airplane and thanked the good Lord. :-)
Gw2Zoke
The F-15 has 3 Hydraulic Sys
(PC-1, PC-2, and Utility) each Hyd Sys has 2 circuits each circuits A & B. There is 4 Hyd Pumps 1-each PC 1 & 2 and a L/H & R/H Utility Pumps it needs at least one engine running for Hyd’s. It has an accumulator for Emergency Brakes but limited use.
It’s nice to have two engines versus only one engine like an F-16. Oh also the F-15 has an JFS (Jet Fuel Starter) works different than an APU which an F-18 has.
They said this A/C had a fire on #2 Engine it would be scary to dump fuel out that R/H fuel vent on the wing tip near the #2 Engine being its on the R/H side. The quality of the video was terrible.
Hope the pilot was safe!
The boldface states that if you actuate in-frame fire extinguishers and your tail-end remains on-fire, you eject. If you're going to deviate from that, at least be smart about it. Trying to land 120 knots fast is the stupidest thing I've ever seen. I'm glad he didn't kill anybody when his crashing F-15 crossed the perimeter road and a state highway in pieces at 200 MPH.
@@Skank_and_Gutterboy 👍😆
Why punch out? No spin, no loss of control. Add in some corrections, watch temps in your other engine, notify control and see how long she holds. I love it when youtubers think they know what they're talking about.
You are entirely correct and this was awesome! On a side note, the F-35 has one engine....just saying.
Jeez, 250 knot touchdown speed. Thats very fast considering the Eagle's touchdown speed is normally about 160 knots from my understanding
Something to remember is that CRITICAL hydraulics are unaffected by the loss of either engine. All of the control surfaces can be operated with an engine out, the gear can still be lowered using the emergency gear extension, and there is an accumulator that has some reserve brake pressure to allow for emergency braking. The systems that I mentioned above aren't necessary to perform a successful emergency landing. However, the F-18's primary source of redundancy is its reliability.
6:08 that F-15's life is passing before his eyes
Aircraft are prone to rolling if they depart the runway at high rates of speed and in fighter aircraft it often results in crew member fatality. Any time we have a high speed or high angles departure we pull the handle. Once the plane begins to roll you're almost immediately out of the ejection envelope.
I don't know how he was expecting to get the jet stopped by landing at the ludicrous speed that he did. The result here is obvious. Accepting that kind of risk to try to save equipment is a bad idea. I'll bet he and the rest of his flight got a good talking-to about checklist discipline.
The people singing this guy's praises all over this comment section are clueless. The boldface for F-15 is very short and straightforward: if you actuate in-frame fire extinguishers and the fire keeps burning, you eject (preferably after you point the jet at an empty field first, I'm sure). Your comment above only amplifies why that is the right way to go. Putting yourself at this kind of risk to save equipment is stupid and this guy committed the cardinal sin of putting the general public at risk. Since he's a senior pilot with 4000 flight hours and surely has the years to retire, he probably just got a stern talking-to. A junior pilot's career would be a lot less certain.
Glad his ejector seat worked. Lost a good friend to a malfunctioning ejector seat. RIP Schmitz.
Man he was fast, pushing 300 knots. It's no wonder he ran out of runway. See that porpoising before touchdown, too?
PIO. Pilot induced oscillations. He was trying to get the aircraft mains to land by briefly giving nose down, then nose up inputs. Prolonged inputs would make the nose gear contact the runway prior to the mains.
This guy had a terrible team behind him, I hope they got upgraded for their terrible checklist discipline. I don't know how he and his team ever thought that his wheels and tires would hold together at that speed. They didn't, at all, and that was entirely predictable. Now we know why the boldface says that if you activate in-frame fire-extinguishers and your back end is still on fire, you eject. I'm glad that his crashing jet didn't take out any motorists when it crossed perimeter road and a state highway at over 200 knots. His actions endangered the public, that's bad. I'm not saying that anybody should get kicked out of their job or anything like that, but the published procedures exist for a reason and I hope they at least got a good talking-to about grossly violating it. The Supervisor of Flying should've been disqualified and had to re-qualify.
OUTSTANDING! As a Vietnam Vet. Army Paratrooper my hat is off to both pilots! True professionals and I'm proud to know they are ours. Does anyone know what the cause of the fire was and is it indemic to the Eagle or was it just one of those days? God bless to them both.
11 years later... lol. my best guess is that something in the engine was cracking, and it just broke. given the altitude hes at, you can basically eliminate the possibility of a bird strike or anything like that. probably a mechanical failure
Bird strikes have been recorded at 30,000 feet
I don't know much about the F-15 but if it is anything like the Hornet the #2 engine provides HYD2A/HYD2B hydraulic power. 2A/2B hydraulics control nose wheel steering, braking, anti-skid, and in the Hornets case, the launch bar, tailhook, and refueling probe. IF the F-15 is like the Hornet it would be a plausible explanation as to why he wasn't able to stop her before he ran out of runway. Interesting clip nonetheless. I'm going to look into it to curb my curiosity.
Way to go PILOT!!! Truly OUT STANDING.
Damn that was a adrenalin rush just watching.
The HUD camera's life flashes before its eyes at the end.
Glad he made it out of there safe ! Wish he followed the checklist he had himself in a bad situation landing with 270+ knots is worse than ejecting in the air ! He should followed the checklist and ejected in a safe area away from populated areas that would give him a better envelop for the ejections seat . In the end i would like to say im amazed how calm he was and im sure he did his best
You realy have to admire the flight crew's calm...
A hero! Any other footage of the event from the outside?
when the checklist says 'land as quickly as possible', it means in like 5 minutes, not 500mph lol
😂😂😂😂
I think the constant vering back and forth on the runway was caused by the loss of hydraulic pressure on his right wheel brake. Meaning only the left one was working. The person you hear him talking to is his wingman not a WSO (backseater). Although climbing is not a bad idea, military pilots have a checklist for just about every emergency you can think of and they have to follow it.
you might be right because that braking decel didn't seem very high
Yes, they do have a checklist. That and the boldface state that if you activate in-frame fire-extinguishers and your tail-end is still burning, you eject. Now you know why. When he landed, his tires and wheels immediately came apart, they're not designed to land at that ludicrous speed. There's no braking action when your wheels are gone (literally). Within a few seconds, he was grinding on his landing gear struts and was steering because he was still going fast enough to have rudder-authority. That's what the back-and-forth motion was. I'm glad his crashing jet didn't take out any motorists when his jet crashed across perimeter road and a state highway. His actions endangered the public, that's what people don't realize. He's the Aircraft Commander, it's his decision to follow published tech data or not, but he's responsible for whatever happens. I'm sure jet pilots were shown this video widely as an example of why you don't do this.
I'd say a pretty cool under fire pilot. Not sure I would have stayed with it but this guy did a good job.
Nice job there airman. You got big brass ones. I would have punched somewhere out over the desert.
You never know where the plane will go, so you try not eject if you can avoid it. He didn't know about the brakes until he was on the ground, then it was time to say goodbye. Also ejecting causes injury, but less then not ejecting, so ejecting is used as a last resort.
Titanium ballz!!! Awesome handling of a seriously bad problem..
6:08 - *_"BINGO!"_* AC's just run off the end of the runway. lol
lol, indeed.
If he walked away, it was a good landing. EOM.
And in a great landing you can use the plane again...
wow thats bad ass ... touching down at like 260 KTs at this speed and make such a "smooth" landing ..
***** The fire would be all over the plane if he touched down less than 265knots. Use your brain.
Andreas Yudistira Yep After the airflow explanation he got while in flight, he must have come to that conclusion...tough call.
+veryslyfox With a major fire that can't be extinguished, you've got a lot of considerations....since it continued even after shutdown, it's obviously being fuel or oil-fed. You don't know the extent of the damage to other systems or even the internal airframe. Slowing is going to keep more of the fire inside whatever's left of the engine shell and transfer that heat to the airframe, as well as changing the structural loads on the craft. The F-15's stabilators have a single connection point and actuator just inches from the combustor area which was probably way overheated. If hydraulic quantity or pressure is affected, you'd have to consider that operating flaps or otherwise trying to configure the craft for a normal landing could lead to either depletion, additional fire, or asymmetrical control surface activation, which could roll you over and put you in the ground like a lawn dart on approach...these things have happened all too often, where a badly crippled plane was flying until certain things were activated and suddenly the situation became untenable...so sometimes with a catastrophic failure your best bet is to fly what you got and land hot if you have any doubts. That pilot is still alive, so in my mind he made the correct choice.
lol moron
I can bet he was crushing some chocolate diamonds all the way home.
if anyone this was done well consider that this video and its Safety Investigation Board results is training curriculum at Undergraduate Pilot Training (UPT) on what NOT TO DO. Numerous mistakes were made, unnecessarily, including flying the approach faster than required or that data validated.
@TheBinary000 I think the main causes of the vibration was A, switching power supplies to really big battery to handy battery. B, Breaking through glass at 90MPH isn't exactly pleasant for the pilot or the camera. C, He's scared to death with a burning airplane below him, he might be checking everything to see if it's all right.
Guys, he did what he could. If he slowed the fire would have roared. He needed to be fast to keep it contained.
Misty 1 could have punched out as soon as he was informed that the fire in #2 was not extinguished after shutting it down. I am amazed he didn't lose flight controls before even getting close to landing. This pilot has "the right stuff" without a shadow of doubt.
Amazing coolness under pressure displayed by the pilot and fellow pilots. And perfect execution of crew resource management in an emergency. That pilot was the only one in the plane, but he had his buddies right next to him the whole time (helping him out with information and considerations). Beautiful management of the emergency from what we can see. Truly professional aviators here.
Except for extraneous chatters with comms and poor management on approach, why over shoot and over-speed, loss of focus.
The USAF literally uses this video to show BAD CRM. This was a mismanaged emergency that resulted in the needless ejection, and destruction of an f15
Maybe many things he "should" have done, but unless he'd practised it in the simulator, who knows what was going through his mind ?
It's been shown in many civilian aircraft crashes, that the crew can get fixated on what is
a relatively minor problem, (not that I'm saying an engine fire is a minor problem) and forget to fly the aircraft. The main thing is, he survived, and others will hopefully learn from his mistakes.
The person who never made a mistake, never made anything.
Because of the AMAD aircraft mounted accessory drive (Gearbox) has pumps for hydraulics, was most likely damaged from fire or was the cause. The F15 has two gearbox's each with two pumps, mounted under the front of the engines and mounted into the airframe. He may have tried the emergency breaks but who knows.
See the one guy landed the f15 with a wing gone in isreal? Some well trained pilots in these aircraft
wow! the pilot had nerves of steel....really cool under pressure for trying to save the plane.
The #5 engine bearing failed causing the engine oil to catch on fire. The pilot landed WAY too fast and couldn't stop. I know this because I was in the unit and worked in aircraft maintenance at the time of the crash. The unit was the 131st fighter wing, Missouri Air National Guard.
I was yelling back at Betty when she was saying "FTIT Over Temp!" Well duh of course you have one! The damn engine is on fire! lol.
what does FTIT stand for?
@@Ayyo8976 Fan Turbin Inlet Temperature. It is how hot the air is at the first turbine/fan turbine. It is located just after the combustion chamber and takes the brute amount of heat from it. If it gets too hot you could weaken the metal and cause a turbine failure. Or a fire.
@@CBaker351 thanks
@@Ayyo8976 think of it like the temperature of your car engine.
Thank you Betty for letting me know the crashing jet I just ejected from is low on fuel. What would we do without you?
Might not have saved the plane, but he survived. An instructor once told me, when the plane F's you, you F the plane and GTFO
Damn he was hauling some ass when he touched down. We're gonna need a bigger runway.
Great Flying!
The pilot could have ejected at any moment, now this guy has balls.
I feel like he should have ejected it as soon as the fire was not extinguishable.
Awwww shit! Sounds like he kept head together...sounded like his breathing and heart rate barely went up....you guys rock,Glad to know he was able to have "boots on the ground" again! Hopefully the movies and rumors are correct about pilots always getting laid the most are true....very deserving fellas...
He should have taken the lady with him too.^^
Oh snap!😭
You mean bitchin' Betty ?
Due to the fire, his speed brake and air brake might not have been working. The air bake is a hydraulic-powered system that might have been damaged. Their emergency procedures might even say not to deploy the brakes in the event of engine fire -- I'm not sure. F-15s don't have brakes like a car. As far as the fire, there's more than just fuel that can fuel a fire. Something is wrong with the engine, as it caught fire in the first place, so there are many reasons why the fire would continue.
Pretty cool, calm combat pilot nerves of steel
@casser24 My guess is that he was just trying to get it on the ground as fast as he could (correctly so), so he touched down at something like 270 knots. The tires probably blew, leaving him with no braking. He knew he was going to go off the far end of the runway (into the arrestor cable) at over 150 knots, so he made the decision to get out while he could.
He did an amazing job of piloting to get it down and at least take a shot at saving the aircraft.
Yet another instance of when having an ejection seat is a blessing. Regardless of any other factors, it was the pilots final 'hero' here, I'm betting, not that that ride is all that much fun, from what I hear. I wonder if the seats are 'smarter' now and offer any flexibility when that amount of g might not be so necessary...maybe with multiple solids to pick thrust level by firing fewer or more, as needed? Would also be nice if punched low in a 'not up' orientation it could point your velocity vector up, in a hurry.
The seat is designed to save your life, but it's not designed for comfort. He managed to get the plane down safely and thus close to the emergency services, but because he landed so fast he wasn't able to stop in time and so made the decision to punch out. Hope he didn't get banged up too bad and continued to fly.
@@Zerbey He had minor injuries but got dismissed and flew for the Airlines for awhile and unfortunately passed away last year.
@@erichaynes7502 I'm sorry to hear that.
That fire must have pretty bad. I’m surprised he didn’t go for a high key to dissipate some AS
That airspeed on short final indicated his eagerness to get out of that machine.
That airspeed on final indicated how hard it is to slow down a jet. He knew on final he probably wasn't going to get it stopped; that's why he asked if they had a "cable".
I agree that the energy management of a jet is tricky but I can’t help thinking that the alpha loading of an initial and pitch would have done the trick.
I was once operating into a joint military/civil base (I fly transport category) we were on a 5 mile final and we were told that we were number 2 to an F18 who is inbound 10 miles from the west.
I thought the controller had made a mistake, but no. The f18 came in like a bat out of hell:- initial, pitch and landed by the time we were 3 miles! I was blown away!
@@normannutbar424 You don't come into the break with an engine fire, which is I assume what you mean by "Initial and pitch". You also don't start at 17k' and 400+ knots and be on deck 4 mins later.
You can see how much energy he is gaining in the descent; his only option would have been to drop the gear before he started the descent but that's not your first thought on an engine fire, and comes with its own baggage. Don't know if the F-15 needs the right engine for speed breaks or not; they may have been unavailable, and generally don't do a whole lot.
Luckily not a situation I’ve ever been in.
He did well to get home.
A friend of mine had to pull the fire handle once, but fortunately it did it’s job.
That was some great piloting. Pity it didn't stop and he had to bang out anyway. Notice early in the sequence the asymetric thrust is making the plane yaw to the right badly ( pipper right over one side of the reticle).
I am a pilot, and that pilot exercised excellent ADM (aeronautical decision making) and flew the plane! Well done!
Amazing how cool and collected the pilot was landing the aircraft knowing the plane had major problems, even at the point of ejection, the pilot never seemed afraid of the situation.
The pilot minimise the damage to the plane and posible danger to others. You can't just let the plane crash somewhere on the ground and may kill inocent people. Ejecting is the very LAST resourse to a pilot to save his life as you saw on this video. At touch down he already know there is no way to stop the plane, but he stay on the cockpit to that very last moment. He did a nice job.
wow that was amazing
Bingo fuel!
Damn he knocks that bird down with 260 knots.
that WAS the very last second.
this pilot did his best, reeeeespect!
He wasn't low on fuel....when the AC crashed it ruptured the fuel cell or severed the connection with the sensor and with battery still on, the computer continued to provide warnings....fuel and left side over temp.....over temp was caused by high power setting with limited airflow to keep engine within normal operating parameters
High airspeed landing is probably to induce more forced air feed to prevent stagnation of the engine fire
Did you find anything out about the F-15 and Hornet hydraulic systems? It would make sense if there are a lot of similarities, both being MD aircraft. As an aside, I was listening to the pilot's breathing rate. What I found most interesting was it was about the same as mine while watching the video. The difference is he was there, and I'm loafing around after finishing lunch. I think you'll agree with calm and cool demeanor is the product of good training.
@aligerous landed high speed so that the fire would remain stagnant for as long as possible so he could get out before the fire developed further.
I think he was doing that so he'd get the jet down as quick as possible, and the back seater did point out that the fire could spread if they lost the airflow though the engine. I'm no pilot, but that seemed like sound logic to me. At least he had it on the runway, I think most of us normal people would be grabbing for the 'get me the hell out of here' handle.
Shitty landing, normally, yes. But considering the airplane was on fire, and might have just left, full of gas...
awsome m8!thank you for posting!i could watch vids like this all day long,but they`re so rare:)...!
good pilot! ...i admire the professionalism and coolness of fighter-pilots ...in another YT-video, you see a french Mirage 2000-crew confronted with engine failure southern of Nancy air base ...those guys discuss calmly the option to eject as their plane touch top of the trees (80 feet altitude) ...crazy frenchies! :)
Damn give this pilot a thumbs up....
now thats good flying. land the plane, punch at last second. saved the plane from total loss and kept his ass safe
Oh shut up the pilot's still a human being and I'm sure maxrioseco didn't mean anything negative by it. Of course he was scared. He was scared and in control and that's incredibly noble and worthy of respect
I like all the warnings AFTER he stops.