Prayers urgently Requested! F-18 Crashed into Apt Complex in VA Beach

Since this is the hill on which I don't wish to die, I must do something that's against my oath: surrender.

Oh, no, sweetheart, you don't get off so easy. You lay claim to flying fighter aircraft during the Korean War, so you can answer a simple question generated by a simple scenario: The port engine of your fighter aircraft ate itself on takeoff (end of the runway) and you don't have enough altitude nor airspeed to make it to the ocean so you can properly "ditch" your dying plane without hitting an apartment complex that is less than two miles from the end of the runway.

So, Chuck Yeager, what do you do?

Believe me, whoever you are, intelligent discussion is not what we have both regurgitated on this site. Rather we have engaged in picayune sophomoric twaddle.

And you, sir, are full of manure.

I’m not your sweetheart, but I do sense it is you that is full of manure.

Like the case fabricated by race-bating egocentrics in regard to the Zimmerman fiasco you are like a dog with a bone. That being said neither of us were there and it would seem to me that something could have been done. You had to be there; I had to be there, but without the ability to make a quick decision we won’t know if that was, indeed, possible.

That being said neither of us were there and it would seem to me that something could have been done. You had to be there; I had to be there, but without the ability to make a quick decision we won’t know if that was, indeed, possible.

Oh, no, it doesn't work that way. You waded into this, waving your e-wang, and have been called on your BS. While I have not flown a fighter aircraft, I do know a bit about gas turbine engines and what makes them go "pop-pop-pop" and trail smoke. I also know that exhaust manifold positions are directly related to how much fuel you're trying to shove through them. I am also a bit familiar with casualty control procedures as they apply to gas turbine engines.

You have held up the mantle of jet aircraft fighter pilot in Korea and as such I would think you might be able to explain, with some detail and authority, what exactly it was that you were trained to do in the event of catastrophic engine failure, at takeoff, over a populated area.

Surely someone with your breadth of experience and knowledge can tell us exactly why it is you feel this pilot screwed up so badly.

I’m not your sweetheart, but I do sense it is you that is full of manure.

You were a jet jock but you can't even answer a simple question about what procedures you were taught in the event of catastrophic engine failure over a populated area? That's pathetic, sugar, and it makes me think "poser" more than anything else.

Unlike you, Wanker, I have important matters to attend to. I made a very short comment and you went bananas on me. Fortunately losing an engine upon takeoff for me would have been a first.

If an engine fails upon take off, you use all the power available from the live engine. Climb performance reduces by nearly 80%. We must make full use of the live engine in the right way.

Engine failure after takeoff (EFATO) is therefore the worst moment for an engine failure to occur since you’re slow, flaps and gear may be still down, flight controls are still a bit sloppy. When an EFATO occurs, you should first counteract the yaw with rudder, and then bank to a maximum of 5 degrees to the live engine. This is how you get the most out of the live engine. When climbing, cruising, descending or on approach, just the rudder will be sufficient and no bank is required. After the failure, keep an eye on your ammeter, since you’ve lost one alternator. Same applies to your vacuum pumps when flying in IMC; you’ve only got one left.

The details of this particular crash will remain rather sketchy for weeks, perhaps even months, but there is always something one can do in the event of ditching.

I made a very short comment and you went bananas on me.

No, you made a very stupid comment and I asked for your experience and perspective to second guess the pilot in the seat from behind your keyboard.

Fortunately losing an engine upon takeoff for me would have been a first.

Fortunately, for you. However, that does precious little to bolster any credibility to your initial statement.

If an engine fails upon take off, you use all the power available from the live engine. Climb performance reduces by nearly 80%. We must make full use of the live engine in the right way.

Exactly what the pilot did as evidenced in photos of the exhaust nozzle configurations.

Engine failure after takeoff (EFATO) is therefore the worst moment for an engine failure to occur since you’re slow, flaps and gear may be still down, flight controls are still a bit sloppy. When an EFATO occurs, you should first counteract the yaw with rudder, and then bank to a maximum of 5 degrees to the live engine. This is how you get the most out of the live engine. When climbing, cruising, descending or on approach, just the rudder will be sufficient and no bank is required.

Fantastic! Now, what about that small matter of a full load of JP-5 or 8 that you have sitting underneath you? Do you dump it? What did the Air Force/Navy teach you to do?

After the failure, keep an eye on your ammeter, since you’ve lost one alternator. Same applies to your vacuum pumps when flying in IMC; you’ve only got one left.

Alternator? Vacuum pumps? Exactly what kind of jet aircraft did you fly for our country?

The details of this particular crash will remain rather sketchy for weeks, perhaps even months

The details will, but the circumstances won't: Catastrophic engine failure at takeoff, full load of fuel, heavy population area between you and the ocean, not enough altitude or airspeed to make it to open water.

but there is always something one can do in the event of ditching.

Like what?

How’s that government job working out for you?

You are babbling and calling my comments stupid. Apparently you consider yourself an aeronautical engineer who has much more evidence than what was published.

I am through discoursing with you as you have only one aim which is to discredit me and my record as a veteran who merely made an observation.

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