(Another) ENGINE OUT F-16 HUD Tape Breakdown

In the late 80s, an F-16 pilot's oil pressure dropped to zero and his engine eventually failed. Breaking down the HUD tape of his flameout landing. Watch the original: • Pilot skillfully lands...
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[@user-pp6wz4tz5x]

The overall scenario was, this was a block 30, GE engine. We were the first active duty squadron to have them. We were deployed to Deci with the aggressor sq from England to develop new tactics to leverage the increased capabilities over the Pratt engine. It was incredible to have the best of the best team involved with this. Ed Meshko was Cougar 1, Gary North was Playground, Bill Buss was SOF. ATC was spectacular. Crew Chiefs and mechanics always gave us perfectly operating aircraft. It was a steep learning curve for everyone involved in getting these aircraft operational. Thanks to the crew chief’s daughter for getting this up on the internet. Thanks to CW for a very good explanation of what was going on. And thank you to the commenters for the very kind comments and thoughtful questions. Perhaps I can add a little context and why as the situation developed. The video starts well into the emergency. I had run out of energy and had aggressors all around me. So I bugged out to gain energy and pitch back into the fight. I was at 5000’ and 1.1 mach heading west, just pulling vertical to re-engage when the oil pressure dropped to zero. Got turned back east towards the base and started trading airspeed for altitude. That is about where the video starts. I had just taken off from Deci about 30 minutes prior, so I was familiar with the airport and the weather. There was a question why I stayed in air to air mode rather than navigation; I had no issues finding the base, a bigger threat at the moment was other aircraft that might be between me and the airport. There was no way for ATC to know what altitude I was going to be going through. Once I got back over land, the possibility of hurting someone on the ground was a very real possibility, I wanted to do everything possible to avoid it. There was some very valid questions on 35 being the active runway and ultimately landing on 17. I honestly didn’t evaluate population density when I took off, I delayed committing to a plan until I could assess that better. My initial goal was to get as much of the wreckage on the airport property as possible. As the airport was coming into view, the NE quadrant appeared to be the least populated. I did one last belly check when I was over the base (that is when Ed said don’t worry about me). Then I committed to NE quad. Even though it was not the active runaway and The awesome atc controller had already cleared everyone out and said something like continue as you prefer. I did wrap up the turn from downwind to final a little tighter than I wanted to avoid a small village you can see in the video. That is why the aim point was so short of the runway, I had extra energy to bleed off. Once the oil system failed, the EGT (engine temperature) started a steady increase. When the engine finally had catastrophic failure, the gauge was off scale high. The acrid smoke that filled the cockpit did not make the situation any easier. After the engine failed I transitioned from a best glide speed of 210 to a better auto relight speed of around 250. I felt it was better to get more air through the engine to help cool it down and get the smoke to go out the exhaust and not in the cockpit. Since I knew I had more than enough energy to make the runway. Initially, catastrophic explosion of the aircraft seemed like the most likely scenario. But with the increased speed, the engine temperature started cooling below the top of the gauge. The engine was windmilling about 35% rpm. We had a gauge to see the remaining hydrazine that powered the EPU (emergency power unit). It was depleting at a very concerning rate. If that ran out, the flight controls would quit working. That is when I decided to try an engine restart with the JFS(jet fuel starter). It used the hydraulic accumulator to start the engine. I really didn’t need the thrust, as I had enough energy to make the runway, my immediate need was electricity, if the engine would just get up to idle and produce electricity was all I wanted. The hydraulic accumulators were also my backup wheel brake power. I knew those would not be available, but if I could not make it to the runway, brakes would be a moot point. Remaining electricity was becoming the biggest threat. Plus, having just taken off from there, i was familiar with the arresting cable configuration. Electricity failed after I was stopped in the barrier. I was very fortunate that day to have such an incredible team assembled. Cougar 2.

[@jakubpliszka8640]

@C.W. Lemoine do you read COUGAR 2 point of this history? Greetings from Poland.

[@henryhbk]

What is clearly a mark of highly trained pros, is nobody got annoyed by repeated checklist questions. Everyone knows more safety is better.

[@sgvs6940]

CW, I flew Blk 30s from late 88 in Korea; they were not a year old then. Think this might be a Blk 25 Pratt, cause I don't recall hearing about this. The GE 110 motor had a really clean record early on (and later!). Loved that engine! JFS On below 20K altitude was in the Engine Failure In Flight checklist...if memory serves. This may have been into Decimomannu Air Base, island of Sardinia, Italy. It's an Italian base, hence the tower guy. They have Rwy 17/35; 2 parallels now, but I didn't hear anything about 17L or 17R in the tape, so maybe just the single back in the late 80s. Never flown there myself. Wheel brakes in engine out get power from an accumulator. You get one squeeze only! If you accidentally release the brakes, you're a high-speed tricycle. The hook works.

[@williambyrnes4198]

This is a GE because the fault codes point to engine hydro pump and one points to A8 scheduling. The A8 is something found on GE's and not on PW's.

[@sgvs6940]

@@williambyrnes4198 Thanks, sir. Good job on the codes. I'm still amazed that the engine ran with no oil for as long as it did, not to mention not catastrophically seizing/disintegrating. Another tribute to the 110. Had it failed immediately, I think the guy might have been swimming, rather than getting back to Deci. I don't recall who in USAFE would have had Blk 30s that early, but, then again, there's quite a bit about 1988/89 that I no longer can recall! I had a J-75 in an F-106 puke all of its oil out the rear main bearing seal and the darn thing ran 43 minutes to get me back to Minot. The PW J-75 was known to be exceptionally rugged, being well tested in -105s in Nam. Cheers!

[@briankeeley6464]

OP here. It's a Block 30. Our unit (86 TFW/526 FS)was the first to get them. GREAT engine but a bit of work to get the bugs out. BTW, the captain got a new nickname that day: "Glide" Collins

[@covrtdesign5279]

@@sgvs6940 I am a PW guy from my 10 years as an F16 crew chief on block 25's before we went to 30's, and now my old base has F35's. Those block 25's were absolute beasts for us with most of our aircraft over 5000 hours and one over 7000. The PW engines were just so much more enjoyable.

[@ScottsSynthStuff]

When I was doing my initial flight training many years ago, I once landed my Cessna at JAX (if memory serves - it was a long time ago) right after two ANG F-16's had landed. They had left the cables up on the runway, and I didn't realize it until the last second after I had already touched down and was rolling out. I had enough speed to yank the nosewheel off the ground, so I took the impact on the main gear, which on little Cessnas is incredibly tough (thankfully). A great big BANG, a shudder, and I braked and came to a stop. No damage! Tower was EXTREMELY apologetic.

[@MarceloSantos-hi7gn]

Dear Mr. Lemoine, I usually use this type of video to show my co-workers what A REAL PROBLEM, AN EMERGENCY SITUATION means! I'm an Architect and I work in an office developing projects. Thank you for another one! Great job!!!

[@Deuce_Dufresne]

Great breakdown of an excellent example for how to deal with an emergency 🇺🇸😎

[@derekricker7930]

@@nealmac8549 zz

[@derekricker7930]

@@nealmac8549 jpupj. Jj kk ust lllllllllllllllllllllllllllu o. P p. P. P. Tutto tu uuu jp Che

[@Parawingdelta2]

Just when you think you're 'home and hosed', it's "Negative brakes!" My daughter is in the RAAF and one of her friends was a navigator on a F-111 (I think the 'G' conversion) that lost a wheel from it's main landing gear on take off. It made a successful cable 'belly landing" after dumping fuel. The same guy put me through the brand new Super Hornet simulator that replaced the F-111's.

[@arithex]

I just happened to watch the video of that yesterday -- amazing footage. kzbin.info/www/bejne/gXrcin5vpN9sfdE

[@doemacmonkey]

@@arithex from the TV series Real Top Guns - I still have that DVD from when it was first shown, interesting to see the pilots in it now turn up on the defence media page as senior officers - I saw Junior photoed a while back and Easty popped up flying the green liveryed legacy hornet on their fair well. It’s just a pity the dogfight training footage is file footage and not the actual footage while the students were flying. A good series for that is the Canadian series Jetstream with pilots converting to Hornets (with an Aussie pilot as one of the instructors) pretty sure you can see it on YT too.

[@tedm.3961]

Would love hear that guys story if you could find him?.

[@lolmentry_First]

Yeah I agree

[@BLUEYENKO]

HUD tape would have been Betamax in the 80’s. They didn’t changeover to 8mm till early 90’s. I converted a bunch of them while stationed at Shaw

[@CWLemoine]

Oh wow. I had no idea.

[@BillehBobJoe]

Random question was it real counsmer Betamax or was it betacam the tv grade version

[@BLUEYENKO]

@@BillehBobJoe I’m pretty sure it was the consumer grade. Block 10’s had something different. After that they went to Beta. The 8 mm actually had 3 separate Sony vcrs to replace the beta unit but because of poor quality they switched to a TEAC unit that held all 3 tapes. Not sure what they have now but there was talk of switching to digital at some point.

[@h.cedric8157]

@@CWLemoine i remember having to occasionally open up my betamax player an try to clean the tape head with various stuff. Oh shit, i just "age revealed" myself.

[@sgvs6940]

No, we used 1" VHS tape, 30 minutes long. Some Guard units did some Betamax conversions so I heard. Never saw one though. Blk 30s till 93; brand new aircraft.

[@stanislavkostarnov2157]

when CRM extends over multiple cockpits... awesome work!

[@13MsHannahbanana]

Thank you for reviewing our video! My father uploaded this to my channel years ago. He obtained this tape from the pilot the day after this incident. 👌🏻

[@paststeve1]

Great breakdown video!! Here is an "official Amen" for these aviators!

[@guitardavepdx]

It's amazing how y'all are so knowledgeable about these aircraft that a situation like this your training can take you from out over the ocean to safely on the ground with just the energy you have

[@999a0s]

in my opinion every pilot should have some glider training. flying gliders is like riding a brakeless fixed-gear vs. a normal bicycle. you intimately understand how to manage your energy state because you can't fall back on engine power (or brakes, in the bicycle analogy) to help you. in both cases the limitations help you to "be ahead of the plane" and to be proactively, gently adjusting for the future, reading what's happening 5, 10, 30 seconds out, versus reacting as things happen and applying larger control inputs that cause more intense changes in your energy state.

[@Ultimatevr123]

It’s amazing, you know even completely clean that jet is weighing in at 15 tons, so the fact that they glide so well is amazing. Playing in dcs I’ve done a few engine out landings and it’s definitely a balancing act with airspeed, altitude, navigation etc.

[@MEGA195]

Yeah, I thought about the runway direction as well, but then he said hi key to the left and “east”to the controller that’s when I knew he was going for 17, however it wasn’t as clear as it should have been. In any case great job with the CRM and at the end of the day he has an emergency, he can pick whatever he wants hence the controller getting everyone out of the zone, so he con focus on flying the plane

[@rusnsc7622]

Great stuff Mover, keep em’ coming!

[@julians7268]

Steel in their veins! Next time I'm stressed out at work I'm going to remember this.

[@glenharris9710]

Love the breakdown videos.

[@Doc_Roe]

That EPU whine has to give you chills! it gives me chills and im not a pilot..

[@abeszajowitz2947]

Love the vid. Great job on all involved pilots and ground crew.

[@basedchad2196]

Love these man, and really appreciate your stops and explanations.

[@robgoald]

Great breakdown. Thanks Mover!

[@SkipTerrio]

These breakdowns are always really interesting. Thanks, Mover!

[@cottonhiker]

More breakdown videos, more more more!? Fantastic job as always!!!🙏🙏🙏

[@marks93cobra]

Great job (as usual) Mover, I love these (not that it happened, but the explanation!) , keep it up!

[@sgtviper8114]

Great comms. Well done all around

[@gregmaupin8929]

Great professionalism on everyone’s part.

[@jamielancaster01]

Excellent video. Love this channel

[@hateforall4012]

These breakdowns are pretty cool!

[@frankboyd7993]

Nice, thank you for posting.

[@samr6148]

Great walk through. Thanks!

[@smevox7490]

This was really cool, thanks for this!!

[@kennethhughmusic]

So cool having someone explaining the technical aspects of this all. Thank you!

[@DoWork316]

Always live these breakdowns 🇺🇸

[@dannybanyard5052]

Brilliant enjoyed this thanx for sharing 🤙🤙

[@dougstitt1652]

thx Mover love your face listening to it the look of concern for a fellow pilot good stuff be safe

[@natural-born_pilot]

Great video thanks Mover. I find it very interesting and impressive listening to good professional CRM in action.

[@SCVIndy]

Wow! Great professionalism

[@kenschubert7001]

Thanks for the breakdown video. Great teamwork, consummate professionalism from the world’s finest airmen.

[@johnscott268]

I always enjoy these Mover, thanks. I don't know how hard it would be to track the pilots involved down, but as with all of your other interviews it would so neat to hear "the rest of the story" from them.

[@owensparks5013]

Great professionalism, great video, and love the understated "nice" reaction at the end. If there are more events like this and Mover has the time and inclination to narrate them then if look forward to them. 👍

[@380Scania]

Saw this a few years ago and now have a much better understanding of everything going on. Great skills

[@anthonyhershko]

Great video Sir!!

[@thunderbolt513]

Hey C.W. As usually, another great vídeo where you explain things cristal clear. Awesome for those like me that don't know exactly how things work in a situation like this.

[@davidwilliams5850]

Cool, Never Falter and Professional . I can't say anything less about a Fighter Pilot. Thumbs up!

[@katanasteel]

good CRM is always awesome to watch, nice breakdown Mover

[@noyfub]

Great commentary. I saw an A7 dead stick at NAS Dallas years ago.

[@dickiechaders]

Fantastic video. I found it particularly interesting to see CRM in action in a single seat jet.

[@VFFP54]

wow. such an excellent video Mover. great breakdown. learned a lot here. man that highspeed touch down and that break failure had me almost shit my pants. kudos to those guys managing this with such cool mannerism.

[@IceBloodedZero]

I know nothing when it comes to aircraft, but I absolutely love your videos.

[@kdavidsmith1]

Another great break down.

[@muzzaball]

Excellent commentary Mover, thank you. Change in landing must have been that language barrier situation. Glad it ended happy, cheers mate.

[@copflyer6569]

Great “edge of the seat” video Mover. Well trained experienced pilots and ATC. It would be interesting to know what the engine shop maintainers found to be the cause of the oil pressure failure and if it resulted in a TCTO across the F-16 community. Have a great week brother! (Bill from Slidell)

[@walterhambrick8705]

Thanks for sharing and explaining.

[@xorising]

Awesome video. For someone like me who loves the viper but has no knowledge and experience, your breakdown makes a massive difference.

[@knucle01]

Professionalism at its finest!!

[@Ultrarunnerdad]

Beautiful work by all involved. Love these presentations Mover. As an arm chair dreamer it proves to me I don't/never had what it takes to have been a pilot of fast jets.

[@tomastuharsky]

Same here. But the dream lives on in DCS for me :-)

[@TM-bn8pv]

I actually UNDERSTOOD everything you were talking about with regards to what, how, when, why, additional details. Great vid, man!

[@idanceforpennies281]

I think the automatic leading edge slats on the F-16 which always maximise lift are a great idea.

[@averageguy371]

Leading edge flaps on the 16, not slats, & they're kind of a PITA. Major league easier to change the surfaces on block 40s & above, though.

[@ted1728]

Nice breakdown. Good job Mover...

[@AndrewGasser]

Such a good breakdown MOVER

[@Activated_Complex]

Nice work all around getting that plane and pilot down in one piece. I was really surprised by how quick the runway ran out. This got me to look up a couple videos of the arresting hook and wires being tested, just now. Interesting seeing them in action, after seeing them on so many static aircraft over the years.

[@kevinmadore1794]

I was surprised as well. Deci has a pair of parallel 17/35 runways, the longer of which is 9,800 feet long, which sounds long, but typically in the US, the runways at a fighter base would be well in excess of 11,000 ft. When you cross the threshold doing over 200 knots, two miles goes by quick, even with all of the stuff hanging out.

[@robertkeime4907]

Great video

[@FlywithMagnar]

Great breakdown, Mover! The F-16 is a great glider to be a fighter. As long as you have the energy, you are fine. As an airline pilot with glider experience, I like to practice dead-stick landings in the sim when we have extra time to spare.

[@FourMaxK1]

Well done - thanks!

[@MADMAX353]

Well done.....carry on.

[@barryhoneycutt3894]

Great vids... ty from Texas

[@Mcgregor854]

I really enjoy your page and find we have several things in common. I was an aircraft maintenance officer for 22 years and primarily worked F-15 and F-16 weapon systems. I was in Europe for 8 years serving mostly in the Ramstein/Bitburg with several deployments to various locations. I spent 2 years as Gen Goldfein's maintenance officer and then on his staff at Langley AFB. I ended up in Acquisitions at Langley and then Air Staff. I went through the training to get cleared for back seat flight and ended up in tubs as part of the advon team getting the maintenance part of the deployments. The F-16 is such a workhorse with multiple missions, blocks, suites and versions. I was trained as an accident investigation officer so watching the tapes on your site really brings home the skills needed to fly fighters. Thank-you for your service and keep them flying.

[@bearcalw]

Great job on showing the public the way you narrating the video brings it all back to life just wondering have you ever flown a A10 warthog thank you for your service then and now have a blessed day

[@nathanrasch3808]

Engine Faults (might not be accurate as my card is from Tape 7 -Jul 2002) 013 - PFL: "ENG A/B FAIL" LRU/FAULT: FDS/A/B FLAME DET FAIL ON 016 - PFL: "ENG LUBE LOW" LRU/FAULT: BE LOW LUBE LEVEL 080 - PFL: NONE LRU/FAULT: HYD PUMP or DEC FAN DUCT MACH SIG FAIL 040 - PFL: NONE LRU/FAULT: BE - A8 SCHEDULE FAULT

[@williambyrnes4198]

I went to look up the engine faults as well but I only have the TO's for the F15S/SA with F110-GE-129 and all the FAULT codes are 7XXX. The codes 013, 016, and 080 are easy to understand. The 016 is no oil in the system, 013 would be no afterburner available, 080 would be the engine hydraulic pump that is used to move the exhaust nozzle and uses engine oil as the fluid. The 040 BE - A8 Schedule Fault is the nozzle position scheduling. The reason for this faut is with no oil the nozzle can not move to the correct position based on the throttle setting. The nozzle would stay at the position it was when the oil pressure went to zero.

[@johnb7490]

Good job Mover, and to the pilots too

[@patcavanaugh4941]

I love the geeky stuff. Enjoyed this a lot.

[@TaterRogers]

I knew that EPU was running when I heard the whirr whirr whirr! Very good teamwork. H-70 was always a big fear for us. (exposure to it) . I was at Nellis with the Aggressors and we've seen a few emergency landings from all countries when Red Flag was underway.

[@KPX-nl4nt]

Looks like the blown start in the air reduced his JFS/brake accumulators down to precharge, hence no brakes.

[@TheCMajor9th]

lovely work :) ty!

[@f.m.a.3206]

Hi Mover, This is FM, a retired F 16 guy from the Turkish Air Force. It was interesting to hear the call ''Cable Cable Cable!''. I thought it has always been the '' Barrier Barrier Barrier!''. Thanks for the opportunity.

[@kutluhanbenli2689]

Thanks for the video. It was great. Any mishap videos? Soon?

[@robincurwood]

Fantastic explanation, for a non pilot. I have had some tuition along time ago. Still very interested in the world of aviation. 😊

[@dougcronkhite2113]

Solid job by Cougar 2 to always remember and follow rule 1.

[@razor75250]

A great breakdown. My friend is an active duty rhino driver and wants to take you on a hop out to the boat!!!! He and I have been loyal subscribers for a long time!!!!

[@AnujKumar-kz2kr]

Thank you for the video Sir your'e my inspiration A lot of respect and love from india 🇮🇳🚀 I get to learn lot of things from your channel. Salute to you and your work...

[@daneliberatore4583]

I keep forgetting to give thumbs up!! before clicking on your next vid.

[@BrianStDenis-pj1tq]

I heard the 35 and, if there was one, missed the switch to 17 also. Great vid, thanks.

[@kevinmadore1794]

Watching the vid, it became clear to me he was going for 17 when he mentioned which way he was turning, given that he was approaching Deci from the northwest.

[@paradoxicalcat7173]

@@kevinmadore1794 The mistake was left turns, not right. They are going for RW35 from the northwest, but turned the wrong way from the overhead.

[@user-pp6wz4tz5x]

Atc had cleared all the aircraft from the airport. Yes, “35” was the active runway. I was cleared to proceed as desired. I had not decided what to do , Ed was doing his best to guess and tell atc. I didn’t decide until I was over the base and did a final belly check to determine the least populated quadrant, since the weather made very little difference. The most likely outcome over the base seemed to be either the plane blows up, since there was a lot of smoke and things were melting behind me, or it was going to run out of electricity and become uncontrollable. Either of those scenarios would surely hurt or kill some innocent person on the ground. So I choose the NE quadrant to protect people on the ground. The semantics of “active runway “ had no bearing in this situation, I owned that airport for a brief moment in time.

[@milkhorse]

I knew starting that he was going ot be OK, but that was still tense as hell.

[@sgtborg1]

I’ve watched all your emergency landings and why are f-16 pilots always working together. And then you have eagle drivers always worried about themself. Great content mover keep it up

[@1903A3shooter]

Exciting

[@On-Our-Radar-24News]

Mover, great video. Have you ever had a engine out scenario or inflight emergency in your Navy or Air Force career? It would be a great video to talk about it?

[@pwr2al4]

He had an incident in a T-38 which required an immediate return. I believe it was a compressor stall on takeoff. There is a video of it floating around somewhere although I can't seem to find it.

[@tommynikon2283]

Excellent review- and equally sobering, if I was a 35 guy in the Navy. MILES from Plan B. My squak?; ONE engine.

[@joshhoney1440]

I missed the runway change too. Great job betting it down safefly.

[@windell0121]

More suspenseful than a lot of movies..

[@cbspock1701]

Great video. Every time I heard Cougar I thought of Top Gun

[@robdc4829]

Talk to me Cougar.

[@pigybak]

just another day at the office. PROS!!

[@CallsignJoNay]

I didn't realize that sound was the EPU. I always thought it was just electo magnetic interference or something.

[@gmtless6]

Man are those guys cool as cucumbers. You'd think they were in the simulator practicing as opposed to the real deal. Can't even imagine how far behind the airplane I'd be if it were me :)

[@JoeSmith-nu8oo]

I wish I had video of the C5's taking off from Aviano, they used every inch of runway available, in fact the Carabinieri had to stop traffic on the road because of all the debris being blown across the road!! We all stopped to watch that show!

[@tzodearf2596]

See if you can find footage of an F16 demo at Chanute AFB in July or August 1981. It was the base open house. Maj Gen Norma Brown was Base Commander and the pilot was a Maj General. She had a reputation for allowing pilots to go all out and this one didn't disappoint. What he did with that F16 haunts me to this day.

[@williamgalbraith3621]

Ahh! Decciomanu, Sardinia! It's not the end of the world, but you can see it from there! This F-16 engine-out video and the one earlier remind me of one I saw right over my head at McDill AFB when the 56 FW was there. We had block 5's & 10's back then in 1982. I think it was in August or September because it was right before I PCS'd to Torrejon AB, Spain as F-16 cadre. It was in the afternoon when the last go was in the pattern to land, I wanna say it was a 61st jet because I seem to remember it had a yellow tail. I was walking to my car after doing some out-processing at the 63d FS, I looked up when heard a loud bang. I saw a Viper spewing big black smoke puffs in time to more banging and popping. Then I saw him make a steep descending turn to the right and out of my line of sight behind Hangar 1. I hauled ass back to the flightline so I could it while waiting for the crash sounds that never came. When I got to where I could see the south ramp, I could see the jet sitting in the waist high grass growing up through the cracks in an old WW2 runway! Black smoke was coming out of both ends, the canopy was already up and the pilot was standing off to the side. This wasn't more than a minute after I heard the first bang! It was unreal! I heard later that the jet had sucked down a pelican! That was one icy cool viper jock that put that jet down in one piece on that day! Wish I could remember what the exact day was but I remember reading about it in the Tacattack safety magazine later when I was at Torrejon.

[@heydonray]

MOVER, you DID NOT MISS a runway swap. The tower or SOF (I can’t recall) called north as the active, but two from the beginning planned right turn (for right base, straight in?) and then after the ‘do you have your plan’ call began planning for high key, left turns. Sounded to me like lead knew two’s mental model was 180 out from the ‘active’ but chose not to interfere since there was already a lot going on in two’s head and in the end it wasn’t going to matter which way two landed. After all, two owned the airspace at that point and the active is whatever he says it is, yes?

[@rob3910]

I thought the same! I was building my own mental picture based on his cardinal tape and wondering how 35 was gonna work, lol.

[@user-pp6wz4tz5x]

Tower had cleared everyone out of the airspace, and cleared me as “I prefer “. I did one last belly check over the field and chose the NE quadrant as it was the least populated. There were still many issues going on with the jet where making it to the runway was still questionable. I wanted to make certain nobody on the ground got hurt that day.

[@Maverick0f14]

Was awesome ! Theres another video for a bus with 1 down and 2 throttle stuck on 78% would be awesome to review

[@therocinante3443]

I don't understand how these guys don't act/sound scared at all whatsoever. God damn, these guys are awesome.