matmacwc Posted July 23, 2013 Share Posted July 23, 2013 Yup Link to comment Share on other sites More sharing options...
TacAirCoug Posted July 23, 2013 Share Posted July 23, 2013 Not seeing it on AFSAS, just the most recent extension. Where are you guys finding it? Link to comment Share on other sites More sharing options...
Azimuth Posted July 23, 2013 Share Posted July 23, 2013 Some of us were able to see it in AFSAS before AFSC removed it. Link to comment Share on other sites More sharing options...
TacAirCoug Posted July 23, 2013 Share Posted July 23, 2013 Ah, gotcha. Guess I'll just have to be patient, then. Link to comment Share on other sites More sharing options...
Bergman Posted July 24, 2013 Share 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? Link to comment Share on other sites More sharing options...
stract Posted July 26, 2013 Share 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. Link to comment Share on other sites More sharing options...
Bode Posted July 27, 2013 Share 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 Link to comment Share on other sites More sharing options...
FallingOsh Posted July 28, 2013 Share Posted July 28, 2013 Queep is cancer. Sorry, no lessons learned from this crash until we fix the paragraph spacing on page 83. Link to comment Share on other sites More sharing options...
stract Posted July 30, 2013 Share 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. Link to comment Share on other sites More sharing options...
Hammer Posted August 8, 2013 Share Posted August 8, 2013 Officially released. For real this time. Link to comment Share on other sites More sharing options...
Welcome Thrillho Posted August 9, 2013 Share Posted August 9, 2013 Officially released. For real this time. I assume on AFSAS only... Link to comment Share on other sites More sharing options...
Right Seat Driver Posted August 10, 2013 Share 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. Link to comment Share on other sites More sharing options...
Herk Driver Posted August 10, 2013 Share Posted August 10, 2013 D@mn...that was tough to read. Link to comment Share on other sites More sharing options...
BQZip01 Posted August 25, 2013 Share Posted August 25, 2013 Unable to access AFSAS; anything releasable? Link to comment Share on other sites More sharing options...
Butters Posted August 25, 2013 Share Posted August 25, 2013 Unable to access AFSAS; anything releasable? Nope, only what you read in the news. Link to comment Share on other sites More sharing options...
BQZip01 Posted August 25, 2013 Share 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 Link to comment Share on other sites More sharing options...
Azimuth Posted August 25, 2013 Share Posted August 25, 2013 The AIB will be out soon. That is releasable to the public. Link to comment Share on other sites More sharing options...
Butters Posted August 26, 2013 Share 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. Link to comment Share on other sites More sharing options...
Azimuth Posted March 13, 2014 Share Posted March 13, 2014 (edited) AIB is out http://www.amc.af.mil/news/story.asp?id=123403437 Edited March 13, 2014 by Azimuth Link to comment Share on other sites More sharing options...
ARAMP1 Posted March 14, 2014 Share Posted March 14, 2014 Damn. Link to comment Share on other sites More sharing options...
amcflyboy Posted March 19, 2014 Share 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! Link to comment Share on other sites More sharing options...
Mountain Posted March 19, 2014 Share 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 Link to comment Share on other sites More sharing options...
Right Seat Driver Posted March 19, 2014 Share 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. Link to comment Share on other sites More sharing options...
Fozzy Bear Posted March 19, 2014 Share Posted March 19, 2014 2 Link to comment Share on other sites More sharing options...
Whitman Posted March 19, 2014 Share 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? Link to comment Share on other sites More sharing options...
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