@@dawnmaster96 I didn't "throw the shade". I merely defined the term "JAFO" that another commenter used. I did not make up that definition. It is what it is.
I feel like that blowout occurred on the previous touch and go. It slammed hard, even for an F18, and slightly porpoised though difficult to tell from a video, and then on the final landing seemed to be already blown out when the nose gear touched down.
Shortly after the nose touched on second landing and when brakes were applied you can see the port wing drop down about a foot and a half. That’s when it blew out.
Jesus 33:20 I thought they ejected!! Hot damn. This what happens when that maintainer takes a china marker to that tire cords. "Oh, she's got a few more flights on her."
Dude- I can totally relate!; blew a tire on a Winnie 24ft. RV. I immediately squaked a Mayday, requested crash and fire, a wire barrier, and when I touched down....opposite rudder. I was lucky- that's why I can talk about it.
Good mission... mission first/safety capable... those touch & goes put a stress on tires...we used to burn them off just so the maintenance guys could put on fresh ones
@@SummerBee58 If I recall, the Navy, Naval Reserve, USAF Reserve, Coast Guard, Louisiana Air National Guard, and back in the day, even a small contingent of regular USAF are there.
@@ASMRwoodworkin Ummmm ... well, I suppose you could say that taking MX up is an incentive to make sure they take good care of things ... like tires :P
I was in an S-3A Viking that had both mains blow out on launch from USS Carl Vinson. I got cool pictures of the tires that got shredded as well as the wheels that got ground down. The brakes were locked on launch - bam bam.
@@ASMRwoodworkin Nope, way before GoPro. We had a minor "crunch" (a fender bender) while lined up on the cat. The pilot set the parking brake while they checked us out. We were good to go so we launched, except the pilot forgot about the brakes. I'll try to post links to photos. scontent.fsan1-2.fna.fbcdn.net/v/t1.18169-9/61485_445191448160_4676812_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=CYTWE6F1ktwAX9VYC92&_nc_ht=scontent.fsan1-2.fna&oh=00_AfCS06Z0JMS-M0WWsuD-g4OyrhpgxV0Q0hPdZzgtkzB0ZQ&oe=63833BE7 scontent.fsan1-1.fna.fbcdn.net/v/t1.18169-9/63034_445191518160_4999926_n.jpg?_nc_cat=111&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=NA8SQW7lbzUAX_u2XgT&_nc_ht=scontent.fsan1-1.fna&oh=00_AfDrRr7Rk8dB_tUyCzPIRlsderzFVVeoGm0FhckHUj6wQg&oe=63845903 scontent.fsan1-1.fna.fbcdn.net/v/t1.18169-9/63034_445191523160_5509103_n.jpg?_nc_cat=103&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=mT6Z57p1JH8AX-wGPFb&_nc_ht=scontent.fsan1-1.fna&oh=00_AfBLGNBarWoeKQgFiufNI2OckllS8zI5NbH3CxNO8lyJGQ&oe=63830B07 This last one is me in a Viking. Not a great view of anything but I wouldn't have traded it for anything. scontent.fsan1-1.fna.fbcdn.net/v/t1.18169-9/60569_445191613160_8114682_n.jpg?_nc_cat=106&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=kNYacpLMNxwAX9spN3b&_nc_ht=scontent.fsan1-1.fna&oh=00_AfBPfe_IDcI4_39ioTdZNQ9tE_kCHL1yqqmTfWhpjT27bg&oe=63862FF4
@@Ryan-mq2mi Yep, plenty of speed. I don't know if the pilot up front* noticed anything different, like the airspeed indicator being lower than normal or the sound of exploding tires. (I was directly next to the left engine so its sound kept me from hearing the explosions, but that may have been different up front.) Personally - and this was 36-ish years ago - all I remember was a very slight lurch or tip to the right, then to the left. I thought at first our right wing tip brushed up against another aircraft, but the tip to the left kind of erased that thought. I just looked in my logbook (unofficial for enlisted aircrewmen - our official flight records were maintained in a different way but we kept log books anyway) and this happened March 14, 1985. I don't remember what aircraft number we were in - Vikings had the 700 series, from 700 to 709 - but right off the cat we got a call from pri-fly, pretty much this verbatim, maybe except for the aircraft number: "Dragonfire seven-oh-two, did you have your brakes locked (or maybe 'set'?" The flight in total was only a half an hour, although we could have flown whatever mission we'd been assigned. Maybe the concern was with damaged landing gear hydraulics or electrical wiring. Just a guess. But not all was lost - nearly every mission flown has a "spare" aircraft and crew. The crew has briefed with the primary crew and the aircraft has been configured - weapons, etc. - identically to the primary aircraft. The spare crew mans the aircraft, starts it up and goes through the entire pre-flight process just in case the primary aircraft is un-flyable because of some structural or system problem. So although we didn't do our mission, someone did. And we landed back on the "boat." I don't know how far from land this happened (although probably in the North Arabian Sea, judging by the date), but I guess they figured the wheel bearings were still good so the semi-tires would still rotate. It was a bumpier than normal landing but nothing too bad. For aircraft historians out there, this was aircraft 158870. As for the pilot, I imagine he got a little grief from our CO, more joking than anything else, and maybe the Air Boss, but... Many years later, when I was a docent at the USS Midway, that former CO, a great guy, became a docent. I asked him about the tire incident and he didn't remember the episode at all, even though the pilot later went on to work for the CO (probably a captain by then vs. being a commander while CO) in some other command and in some other capacity. That pilot was one my my favorites. Other flights I was on had in-flight issues, none really life-threatening, just requiring compensation for landing - yaw trim when we had to shut down an engine, and once, when the MAD boom extended on the cat shot, our glide slope (angle of descent) for the trap had to be flatter than normal; I'm guessing the concern was that the boom would flex if we came in steeper, causing it to hit the flight deck. There was one that I _did_ at the time think we should have gone back to shore for. One evening, twilight I would guess, we were flying in the marshal stack in formation with another Viking. Either the COTAC or TACCO in the other airplane looked over at our aircraft and saw that our tailhook was dropped more than he'd ever seen. There was a concern that it was damaged - it could break loose when it snagged a wire, and if _that_ happened, we'd be too slow and too far down the flight deck to get back into the air. The second to last thing I would have ever wanted to do was eject over the water, and the absolute last thing I would have wanted to do is eject at night over the water, with an aircraft carrier coming up behind me. (In actuality, I would have been flung up and to the left, and since the angle deck for landing is on the left - port - side I almost certainly would not have had the carrier bearing down on me.) So that's why I hoped we'd divert to the nearest airfield that could handle us, and that would have been in Perth, Australia, our last port visit. I would have had no complaints being stuck there wearing only a flight suit, having a few beers in a local bar and talking to the lady patrons. ; ) Anyway, it turns out the tailhook was fine; the guy that thought it was down too far had only seen tailhooks resting on the flight deck, not fully dangling as it would be in the air. *For a short time when I was in the fleet, we had two pilots up front, but the Navy soon went to one pilot in the left seat and a Naval Flight Officer (COTAC, or "copilot tactical officer"). We typically had those two up front, a TACCO (tactical coordinator) in the right rear seat and the SENSO (sensor operator, my job) in the left rear seat. I did switch out with the COTAC a couple of times and so I got to fly the airplane a bit, maybe 10 or 15 minutes total. I was only in the Navy for four years but I had a lifetime of experiences, I remember the names of every guy in my aircrew shop, and the names of almost every officer I flew with. I miss it. _Slo-Mo_
@@Ryan-mq2mi Yep, most enlisted ratings had only a four year commitment. I know the nuclear propulsion guys had six years, and SEALs _may_ have had a six year commitment, and military police had to reach a certain rank before they could request that training, so they would likely have had about six years by the time their commitment was up. (This is different than shore patrol. With that, they give you an "SP" armband and a stick and tell you to go fight crime.) My training took 16 months in total - bootcamp > aircrew survival school > initial sensor training (not specific to any aircraft) > SERE school > advanced acoustic sensor training > training squadron > fleet squadron (not training squadron, although training is continuous in the fleet). I'm not sure about how long a typical Naval Flight Officers (NFOs, like Goose) goes through training, but I think for pilots, at least back then (and this is only carrier pilots I'm considering), it was something like 2 1/2 years. The training time now might be a little shorter because there's one fewer intermediate training aircraft step. Then again it could be longer because of more complex navigation and weapons systems.
NAS NOLA (aka Alvin Callendar Field, Belle Chasse, Louisiana), my old base when I was in the Louisiana Air National Guard......way back in the last century.
@@jimbob100-d3l yes, there is if it is working. But has to do air movement and the earth rotation and the rest of the math that goes with it.far above. My knowledge.
If it's what I think you're refering to, it happens when the pilots is doing different maneuvers at different speeds which changes the air pressure over the wing and flight surfaces.
Hey it took me a couple of flights to get it right also. My last O2 test and Martin Baker training g was done at Whidbey island NAS. NOT TO SURE OF THE SPELLING. My cousin arranged for me to have the training done there. I learn a lot more from the Navy than what AIR FORCE taught. Forget the Army training wasn’t even close.
Check out the lightning bolt in the cumulonimbus at about the 7:10 mark. It is about their 7 O'clock and just above their left wing and his left arm.
I just noticed that. Thanks for pointing that out.
Same struggle I have with my CPAP mask every single night. UGH!!!!😂
That's hysterical
Sweet! Thanks for sharing. I'd give my left arm for that kind of flight. Been at NAS NOLA many times for the NAWLn's Air shows.
Funny how a blown tire sounds the same no matter what it's on lol
the calmness in this man when the tire blows is just like "yup , okay just a tire whatever, already on the ground anyways lmao got to fly an f18"
I don’t think he is a pilot, he is JAFO.
@@kristopherdetar4346 Yes. A colorful term for somebody who is just ballast.
He definitely wasn’t the pilot.
@@trainliker100 and you are obviously a decorated pilot judging from your comment. Throwing shade at a guy in an f18 lmao
@@dawnmaster96 I didn't "throw the shade". I merely defined the term "JAFO" that another commenter used. I did not make up that definition. It is what it is.
I wonder what Maverick would have done in a situation like this 😯
Everything but think.
34:53 In video, look tire debris passing at right.
35:06 the front left tire is gone.
It was crazy!
Sure beats driving.
RABBIT LOLOL
I feel like that blowout occurred on the previous touch and go. It slammed hard, even for an F18, and slightly porpoised though difficult to tell from a video, and then on the final landing seemed to be already blown out when the nose gear touched down.
Shortly after the nose touched on second landing and when brakes were applied you can see the port wing drop down about a foot and a half. That’s when it blew out.
The camera is a total distraction how was he allowed a camera inside
I was in the backseat. Not flying the aircraft.
Jesus 33:20 I thought they ejected!! Hot damn. This what happens when that maintainer takes a china marker to that tire cords. "Oh, she's got a few more flights on her."
haha... Didn't realize he's the backseat guy and was wondering why the hell was he playing with the camera while landing and getting a blown tire. :D
🥰🥰🥰🥰🥰🥰🥰
Must be IFR =I follow river!
When they were following the river I kept expecting Maverick to pass them
Dude- I can totally relate!; blew a tire on a Winnie 24ft. RV. I immediately squaked a Mayday, requested crash and fire, a wire barrier, and when I touched down....opposite rudder. I was lucky- that's why I can talk about it.
You should bring a handy vac and clean up all that dirt during inversion 😂
Dude, get this damn mask replaced with something that really fits you. Apart from that, a great video, I really enjoyed it. Thank's a lot for sharing.
Was my first and only f-18 mask wearing experience. Unfortunately.
Good mission... mission first/safety capable... those touch & goes put a stress on tires...we used to burn them off just so the maintenance guys could put on fresh ones
Having this much da** fun even with a blowout should be illegal! 😍
5/5 for the aviator muu-stash.
Thanks!
Gran piloto.muy divertido tus vídeos,,
Mhhhh.....very nice video but I'm missing a bit of story here.... where, why , who ??? ;-)
Random guesses: US NAVY, Louisiana (the barges and brown river water), Reservists getting in their monthly flight hours.
@@SummerBee58 If I recall, the Navy, Naval Reserve, USAF Reserve, Coast Guard, Louisiana Air National Guard, and back in the day, even a small contingent of regular USAF are there.
You made everyone's day on the river...the sound of freedom baby...oh yea..!!
He is clearly not the pilot….
Correct. Not the pilot. Just a maintainer. It was an incentive ride.
@@ASMRwoodworkin Ummmm ... well, I suppose you could say that taking MX up is an incentive to make sure they take good care of things ... like tires :P
Yup not in the D model variant
@@StyxRiverGynoid That is very true. They should make it a monthly thing to keep everyone in check lol
@@Ryan-mq2mi bro I know. It was super annoying.
I always wondered where they keep the spare tire and jack in those things.
they don't have them but their roadside and AAA service is amazing
Loved that video!
So bad ass
Hahaha I'm going to die wearing an oxygen mask ^^
Watched my plane in the USAF, A10-A 79-0204, blow a tire at V2. Not pretty. He got her down and shredded my RT gear doors.
I was in an S-3A Viking that had both mains blow out on launch from USS Carl Vinson. I got cool pictures of the tires that got shredded as well as the wheels that got ground down. The brakes were locked on launch - bam bam.
Is it on go pro? Lol
@@ASMRwoodworkin Nope, way before GoPro. We had a minor "crunch" (a fender bender) while lined up on the cat. The pilot set the parking brake while they checked us out. We were good to go so we launched, except the pilot forgot about the brakes. I'll try to post links to photos.
scontent.fsan1-2.fna.fbcdn.net/v/t1.18169-9/61485_445191448160_4676812_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=CYTWE6F1ktwAX9VYC92&_nc_ht=scontent.fsan1-2.fna&oh=00_AfCS06Z0JMS-M0WWsuD-g4OyrhpgxV0Q0hPdZzgtkzB0ZQ&oe=63833BE7
scontent.fsan1-1.fna.fbcdn.net/v/t1.18169-9/63034_445191518160_4999926_n.jpg?_nc_cat=111&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=NA8SQW7lbzUAX_u2XgT&_nc_ht=scontent.fsan1-1.fna&oh=00_AfDrRr7Rk8dB_tUyCzPIRlsderzFVVeoGm0FhckHUj6wQg&oe=63845903
scontent.fsan1-1.fna.fbcdn.net/v/t1.18169-9/63034_445191523160_5509103_n.jpg?_nc_cat=103&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=mT6Z57p1JH8AX-wGPFb&_nc_ht=scontent.fsan1-1.fna&oh=00_AfBLGNBarWoeKQgFiufNI2OckllS8zI5NbH3CxNO8lyJGQ&oe=63830B07
This last one is me in a Viking. Not a great view of anything but I wouldn't have traded it for anything.
scontent.fsan1-1.fna.fbcdn.net/v/t1.18169-9/60569_445191613160_8114682_n.jpg?_nc_cat=106&ccb=1-7&_nc_sid=cdbe9c&_nc_ohc=kNYacpLMNxwAX9spN3b&_nc_ht=scontent.fsan1-1.fna&oh=00_AfBPfe_IDcI4_39ioTdZNQ9tE_kCHL1yqqmTfWhpjT27bg&oe=63862FF4
@@Ryan-mq2mi Yep, plenty of speed. I don't know if the pilot up front* noticed anything different, like the airspeed indicator being lower than normal or the sound of exploding tires. (I was directly next to the left engine so its sound kept me from hearing the explosions, but that may have been different up front.) Personally - and this was 36-ish years ago - all I remember was a very slight lurch or tip to the right, then to the left. I thought at first our right wing tip brushed up against another aircraft, but the tip to the left kind of erased that thought. I just looked in my logbook (unofficial for enlisted aircrewmen - our official flight records were maintained in a different way but we kept log books anyway) and this happened March 14, 1985.
I don't remember what aircraft number we were in - Vikings had the 700 series, from 700 to 709 - but right off the cat we got a call from pri-fly, pretty much this verbatim, maybe except for the aircraft number: "Dragonfire seven-oh-two, did you have your brakes locked (or maybe 'set'?"
The flight in total was only a half an hour, although we could have flown whatever mission we'd been assigned. Maybe the concern was with damaged landing gear hydraulics or electrical wiring. Just a guess. But not all was lost - nearly every mission flown has a "spare" aircraft and crew. The crew has briefed with the primary crew and the aircraft has been configured - weapons, etc. - identically to the primary aircraft. The spare crew mans the aircraft, starts it up and goes through the entire pre-flight process just in case the primary aircraft is un-flyable because of some structural or system problem. So although we didn't do our mission, someone did. And we landed back on the "boat." I don't know how far from land this happened (although probably in the North Arabian Sea, judging by the date), but I guess they figured the wheel bearings were still good so the semi-tires would still rotate. It was a bumpier than normal landing but nothing too bad. For aircraft historians out there, this was aircraft 158870.
As for the pilot, I imagine he got a little grief from our CO, more joking than anything else, and maybe the Air Boss, but...
Many years later, when I was a docent at the USS Midway, that former CO, a great guy, became a docent. I asked him about the tire incident and he didn't remember the episode at all, even though the pilot later went on to work for the CO (probably a captain by then vs. being a commander while CO) in some other command and in some other capacity. That pilot was one my my favorites.
Other flights I was on had in-flight issues, none really life-threatening, just requiring compensation for landing - yaw trim when we had to shut down an engine, and once, when the MAD boom extended on the cat shot, our glide slope (angle of descent) for the trap had to be flatter than normal; I'm guessing the concern was that the boom would flex if we came in steeper, causing it to hit the flight deck.
There was one that I _did_ at the time think we should have gone back to shore for. One evening, twilight I would guess, we were flying in the marshal stack in formation with another Viking. Either the COTAC or TACCO in the other airplane looked over at our aircraft and saw that our tailhook was dropped more than he'd ever seen. There was a concern that it was damaged - it could break loose when it snagged a wire, and if _that_ happened, we'd be too slow and too far down the flight deck to get back into the air. The second to last thing I would have ever wanted to do was eject over the water, and the absolute last thing I would have wanted to do is eject at night over the water, with an aircraft carrier coming up behind me. (In actuality, I would have been flung up and to the left, and since the angle deck for landing is on the left - port - side I almost certainly would not have had the carrier bearing down on me.) So that's why I hoped we'd divert to the nearest airfield that could handle us, and that would have been in Perth, Australia, our last port visit. I would have had no complaints being stuck there wearing only a flight suit, having a few beers in a local bar and talking to the lady patrons. ; ) Anyway, it turns out the tailhook was fine; the guy that thought it was down too far had only seen tailhooks resting on the flight deck, not fully dangling as it would be in the air.
*For a short time when I was in the fleet, we had two pilots up front, but the Navy soon went to one pilot in the left seat and a Naval Flight Officer (COTAC, or "copilot tactical officer"). We typically had those two up front, a TACCO (tactical coordinator) in the right rear seat and the SENSO (sensor operator, my job) in the left rear seat. I did switch out with the COTAC a couple of times and so I got to fly the airplane a bit, maybe 10 or 15 minutes total.
I was only in the Navy for four years but I had a lifetime of experiences, I remember the names of every guy in my aircrew shop, and the names of almost every officer I flew with. I miss it.
_Slo-Mo_
@@Ryan-mq2mi Yep, most enlisted ratings had only a four year commitment. I know the nuclear propulsion guys had six years, and SEALs _may_ have had a six year commitment, and military police had to reach a certain rank before they could request that training, so they would likely have had about six years by the time their commitment was up. (This is different than shore patrol. With that, they give you an "SP" armband and a stick and tell you to go fight crime.)
My training took 16 months in total - bootcamp > aircrew survival school > initial sensor training (not specific to any aircraft) > SERE school > advanced acoustic sensor training > training squadron > fleet squadron (not training squadron, although training is continuous in the fleet).
I'm not sure about how long a typical Naval Flight Officers (NFOs, like Goose) goes through training, but I think for pilots, at least back then (and this is only carrier pilots I'm considering), it was something like 2 1/2 years. The training time now might be a little shorter because there's one fewer intermediate training aircraft step. Then again it could be longer because of more complex navigation and weapons systems.
Next you will see them making tick tocks
I haven’t yet, but I should lol
No pics of the blown tire? You got your money's worth on that ride!
There is a second video with the blown tire pic
@@ASMRwoodworkin You were cooler than a cucumber. This vid should be your resume for any high risk job you'd like to apply for.
IFR ..... I Follow Rivers
Lol😅
NAS NOLA (aka Alvin Callendar Field, Belle Chasse, Louisiana), my old base when I was in the Louisiana Air National Guard......way back in the last century.
NAS JRB NOLA.
Ok, so this is a ride - along, this guy isn't flying the plane !!
Yes that’s correct
@@Ryan-mq2mi no I’m not. It was an incentive ride.
@@ASMRwoodworkin is it awesome to be copilot?
Love to learn air to ground low drag unguided.. that's gunslinger shit..
So where was this?
NAS NOLA, SE of New Orleans, LA, USA
@@markg7834
Thanks 👍
He’s having a ride of a lifetime😁
Goodyear to the rescue..one of those cost more than I make in a week
PERFECT FRIEND
tk friend
Nothing like going Mach 1 through the clouds in a fighter jet 😊
IFR "I Follow Rivers" 🤣👍🛩✈
Was that out of Belle Chase?
Yes.
Rh cel. O
What is with the hand signals?
Is there a special switch to test ailerons, elevators, rudders a.s.o. prior to take off?
No. The pilot literally moves the stick and rudders to all the stops and in circles.
Yes. It’s a computerized test that runs all flight controls to check for faults.
Maybe. It depends on the aircraft.
@@tiladx I doubt that because both the elevators move indepentently.
What causes jet stream?
theres this thing called google
@@jimbob100-d3l yes, there is if it is working. But has to do air movement and the earth rotation and the rest of the math that goes with it.far above. My knowledge.
If it's what I think you're refering to, it happens when the pilots is doing different maneuvers at different speeds which changes the air pressure over the wing and flight surfaces.
@@alski200 yess, thank you for your input.
@@michaelpass2176 It's better to be helpful than being a smartass at times
Need to work on putting your O2 mask on, dude.
No doubt. It was my first time wearing it. I’m not a pilot.
Call sign 'Eyebrows' ?
I wonder if they blow many tires on landing....
no
Speaking from experience yes but not often
Your mask is not on correctly!
Naval aviators may be misinformed but they are never wrong.
I know. It was really bugging me. I’m just a maintainer and didn’t get the best size up when I went up for my flight.
Hey it took me a couple of flights to get it right also. My last O2 test and Martin Baker training g was done at Whidbey island NAS. NOT TO SURE OF THE SPELLING. My cousin arranged for me to have the training done there. I learn a lot more from the Navy than what AIR FORCE taught. Forget the Army training wasn’t even close.
@@miked5539 well this isn't a naval aviator...
@@jimbob100-d3l Correct cuz aviators don't sit in the back seat