[diogenes ghost]

Spoken like a career watch sup.....

You putz, there has been NO information that ATC had a damned thing to do with this accident.

Yet you post your photo and rant on multiple threads, tossing out the intimation that controllers led these little tow-headed, rosy-cheeked pilots down the path of certain doom.

The number of people who become 'supervisors' early in their career, and stay there forever, is an application of the Peter Principle, and you appear to be a perfect example.

Most, (not all, but most) young ATC sups are/were lousy at and/or scared of the job of controlling. I have known of high level staffers/sups who have never actually checked out on operational positions...and lots more who did, but only certified for 'light traffic'.

Any of these sound familiar???? of course they do.

[Yosemitest]

Career watch sups HAVE to cut the mustard at places like Osan AB and Kunsan AB ROK, as well as Eglin AFB and Duke Field, of which, I've not only been certified, but worked them all for several years.

Most of the office staff I observed in the FAA with two exceptions, couldn't separate two flies with a screen door, let alone control traffic.
And most controllers I've observed, unless they're catching the busier waves every day, grow a lack of proficiency rapidly and get scared to work the rushes, and suddenly become ill or have an appointment to go to.
The questions stand.

After 30 years of Air Traffic Control experience, most as Tower Watch Supervisor in the USAF, this was a Pilot Error Crash.
The pilot came in too steep, with too much airspeed to bleed off, so he put it into a stall position to get rid of the airspeed.
But he stalled it out and got lucky that he belly landed it into the underrun, and the closed portion of the runway, before the landing threshold and leaving a portion of the tail in the bay.

Both the PAPIs and the Glideslope were NOTAMed off due to the displaced landing threshold.
Had they been on the point of touchdown would have been too short for a safe landing.

But what I'd like to know is the compression rate and control instructions from the air traffic controllers starting with his descent from SF Center, through SF TRACON to the handoff to the tower.
Did the controllers keep him high in altitude and not allow enough of a descent rate due to traffic departing under him (the four-post operation of a busy TRACON)?
And did the controllers keep his speed up with their control instructions, until too short of a final when they handed him off to the tower, and not allow him time to bleed off the airspeed, due to the arrival rate of aircraft they were shoe-stringing down final at that time?