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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.