TacAirCoug Posted July 23, 2013 Posted July 23, 2013 Not seeing it on AFSAS, just the most recent extension. Where are you guys finding it?
Azimuth Posted July 23, 2013 Posted July 23, 2013 Some of us were able to see it in AFSAS before AFSC removed it.
TacAirCoug Posted July 23, 2013 Posted July 23, 2013 Ah, gotcha. Guess I'll just have to be patient, then.
Bergman Posted July 24, 2013 Posted July 24, 2013 Some of us were able to see it in AFSAS before AFSC removed it. So WTF is the deal? Between no information coming out at all after nearly 3 months, the report being posted then taken off the site, and having the official release date pushed back several times makes me wonder what is going on. Is someone "cooking the books" on another safety report, a la the F-22 Alaska crash?
stract Posted July 26, 2013 Posted July 26, 2013 I worked an F-22 SIB recently that took 4 months to complete. The evidence gathering took 3 months and 3 weeks. It's amazing how much things can change given one new piece of evidence...we deconvened for two months to let the smart folks do some testing. I'm not too worried about it. There's also an 85% QC rejection rate (per AFSEC) for final messages right now, so the MAJCOM may have spotted a few things that needed fixing, to try to not get the big FU from AFSEC a week after final message release and the SIB having already been deconvened at that point. Enormous PITA once you've gone back to your normal job to get sucked back in to fix queepy shit.
Bode Posted July 27, 2013 Posted July 27, 2013 It was QC - Rejected but was still available to read. A few days later the final was deleted (probably because someone within the process realized people could still read it). The current status is that there has been an extension granted which is quite normal especially with all the logistics and manpower required to finish this all up. Rather be Flying but I'm using Tapatalk
FallingOsh Posted July 28, 2013 Posted July 28, 2013 Queep is cancer. Sorry, no lessons learned from this crash until we fix the paragraph spacing on page 83.
stract Posted July 30, 2013 Posted July 30, 2013 One of several queepy things I once got QC rejected on was that my one-liner had too many acronyms. Well, assholes, if you limit how many characters I can use in a one-liner, then yes, it's going to have a lot of acronyms and abbreviations.
Welcome Thrillho Posted August 9, 2013 Posted August 9, 2013 Officially released. For real this time. I assume on AFSAS only...
Right Seat Driver Posted August 10, 2013 Posted August 10, 2013 I assume on AFSAS only... Your local Safety Shop should be able to access the report. Tanker Wings have or are now getting briefed.
Butters Posted August 25, 2013 Posted August 25, 2013 Unable to access AFSAS; anything releasable? Nope, only what you read in the news.
BQZip01 Posted August 25, 2013 Posted August 25, 2013 Nope, only what you read in the news. Thanks, Butters. Sometimes there are releasable portions, but I wasn't holding my breath
Azimuth Posted August 25, 2013 Posted August 25, 2013 The AIB will be out soon. That is releasable to the public.
Butters Posted August 26, 2013 Posted August 26, 2013 Thanks, Butters. Sometimes there are releasable portions, but I wasn't holding my breath You are right. There are, but if I posted it here someone would get butt hurt.
Azimuth Posted March 13, 2014 Posted March 13, 2014 (edited) AIB is out https://www.amc.af.mil/news/story.asp?id=123403437 Edited March 13, 2014 by Azimuth
amcflyboy Posted March 19, 2014 Posted March 19, 2014 Sounds like what similarly happened to the American Airlines A300 that lost its vertical stabilizer during severe rudder swap after hitting wake turbulence. This is the crash that happened over Rockaway, NY the month after 9/11. Either way...damn!
Mountain Posted March 19, 2014 Posted March 19, 2014 I was an IP in the '135, and I used to teach this as my little "bag of tricks" thing. At that time, not a lot of attention was paid to the Dutch roll tendencies of the jet, because the Series Yaw Damper (SYD) was very dependable. Dependable, but not perfect. I had this happen (Dutch roll exacerbated by a malfunctioning SYD) over middle-of-nowhere Canada in the middle of the night when I was a youngish AC, and it scared the bejeezus out of me. No matter what I did, it kept getting worse--up to 40 degrees of bank either way at its worst. Fortunately, we had a graybeard IP on the jet with us who came up to the jumpseat. He talked me through the recovery technique, and all was well. It's a counterintuitive manual control recovery, and had he not been there I can't help but assume the worst might have happened to us. When I became an IP, I made sure I told everyone the story, then walked them through the recovery. I hope the community puts emphasis on this for the lifespan of the airplane. Sounds like they will. 2
Right Seat Driver Posted March 19, 2014 Posted March 19, 2014 Sounds like what similarly happened to the American Airlines A300 that lost its vertical stabilizer during severe rudder swap after hitting wake turbulence. This is the crash that happened over Rockaway, NY the month after 9/11. Either way...damn! Encountering wake turbulence and having the jet dutch roll on you are two different scenarios. I was an IP in the '135, and I used to teach this as my little "bag of tricks" thing. At that time, not a lot of attention was paid to the Dutch roll tendencies of the jet, because the Series Yaw Damper (SYD) was very dependable. Dependable, but not perfect. I had this happen (Dutch roll exacerbated by a malfunctioning SYD) over middle-of-nowhere Canada in the middle of the night when I was a youngish AC, and it scared the bejeezus out of me. No matter what I did, it kept getting worse--up to 40 degrees of bank either way at its worst. Fortunately, we had a graybeard IP on the jet with us who came up to the jumpseat. He talked me through the recovery technique, and all was well. It's a counterintuitive manual control recovery, and had he not been there I can't help but assume the worst might have happened to us. When I became an IP, I made sure I told everyone the story, then walked them through the recovery. I hope the community puts emphasis on this for the lifespan of the airplane. Sounds like they will. This. Dutch roll recovery training is lacking, as identified in the AIB. The sim does a terrible job at accurately portraying dutch roll, and it is something the crew force rarely sees. Manual dutch roll dampening isn't difficult if you've seen it in the -135 or have been instructed through it.
Whitman Posted March 19, 2014 Posted March 19, 2014 I was an IP in the '135, and I used to teach this as my little "bag of tricks" thing. At that time, not a lot of attention was paid to the Dutch roll tendencies of the jet, because the Series Yaw Damper (SYD) was very dependable. Dependable, but not perfect. I had this happen (Dutch roll exacerbated by a malfunctioning SYD) over middle-of-nowhere Canada in the middle of the night when I was a youngish AC, and it scared the bejeezus out of me. No matter what I did, it kept getting worse--up to 40 degrees of bank either way at its worst. Fortunately, we had a graybeard IP on the jet with us who came up to the jumpseat. He talked me through the recovery technique, and all was well. It's a counterintuitive manual control recovery, and had he not been there I can't help but assume the worst might have happened to us. When I became an IP, I made sure I told everyone the story, then walked them through the recovery. I hope the community puts emphasis on this for the lifespan of the airplane. Sounds like they will. That's a wild story. What exactly does the manual control recovery entail and how long did it take for you to regain control of the jet?
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