Bud Holland's Low Pass at Yakima Range.
Cool Mod
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I have witnessed in the past pilots who push the boundaries of an aircraft and their own ability. They have often ended in heap. Don Bullock, in an A26, was one such who defied the display director. He asked for an extra two minutes "why do you want an extra two minutes?" the display director asked. "So I can do a barrel roll at the end of my sequence" NO said the director again.
He did it anyway with 6 people on board, into the valley at Biggin Hill. Irresponsible, over confident and a plain old showoff. Holland and Bullock will be remembered for those. Sadly the people they kill get forgotten somehow.
He did it anyway with 6 people on board, into the valley at Biggin Hill. Irresponsible, over confident and a plain old showoff. Holland and Bullock will be remembered for those. Sadly the people they kill get forgotten somehow.
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ABX,
Sorry, i haven't checked the original thread, but a full case-study highlighting the failings in leadership surrounding the whole incident can be found here:
http://www.crm-devel.org/resources/p...e/darkblue.htm
(Sorry, can't get the link to work)
I think the case study is still used at Bentley Priory (if it's still there) on FSOC/FLAC/FSS-type course. It certainly used to be.
Uncle G
Sorry, i haven't checked the original thread, but a full case-study highlighting the failings in leadership surrounding the whole incident can be found here:
http://www.crm-devel.org/resources/p...e/darkblue.htm
(Sorry, can't get the link to work)
I think the case study is still used at Bentley Priory (if it's still there) on FSOC/FLAC/FSS-type course. It certainly used to be.
Uncle G
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This is a smally w4ankers opinion. From all that I have read and seen it strikes me that Bud Holland saw himself as the Hero in a Dale Brown novel.
This does not strike me as the most professional way to fly an aircraft. The thing I cannot get over is the repeated warning bells that were just ignored..............
I would hope some of our colonists over the pond would be able to respond and say there is a system in place now to sort out this kind of behaviour.
YouTube - Spitfire Fly LOW over reporters head.
This does not strike me as the most professional way to fly an aircraft. The thing I cannot get over is the repeated warning bells that were just ignored..............
I would hope some of our colonists over the pond would be able to respond and say there is a system in place now to sort out this kind of behaviour.
YouTube - Spitfire Fly LOW over reporters head.
Cornish, in this particular case though it was the supervisory chain that failed, as a lot/most of Holland's peers/subordinates had already refused to fly with him! Surely that would make someone sit up and realise something is amiss?
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There was yet another senior officer on this flight, in the jump seat i believe, i think he was an OC Ops equivalent or OC Stds. Anyway i am told by guys from Bud Hollands squadron that it was the guys last flight in the airforce and that his wife and kids were stood on the dispersal with a tray of champagne and glasses for 'Dad'. How tragic does it get? We must learn from Bud Holland, whether a junior pilot or a supervisor. Nobody up the chain had the bo****ks to say NO!
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pba
absolutely right sir! I think therefore the Senior Officer in the Jump Seat that was on his last flight must have been OC Ops. Can anyone help?
Civobs
Great question. All i know is that many people on type said that he regularly flew the aircraft 'beyond limits'. Now that implies to me that checks should have been done, if they were or not, i have no idea.
absolutely right sir! I think therefore the Senior Officer in the Jump Seat that was on his last flight must have been OC Ops. Can anyone help?
Civobs
Great question. All i know is that many people on type said that he regularly flew the aircraft 'beyond limits'. Now that implies to me that checks should have been done, if they were or not, i have no idea.
Killed in the crash were Lt Col Arthur "Bud" Holland, the Chief of the 92d Bomb Wing Standardization and Evaluation branch. Lt Col Holland, an instructor pilot, was designated as the aircraft commander and was undoubtedly flying the aircraft at the time of the accident. 4 The copilot was Lt Col Mark McGeehan, also an instructor pilot and the 325th Bomb Squadron (BMS) Commander. There is a great deal of evidence that suggests considerable animosity existed between the two pilots who were at the controls of Czar 52..
This was a result of Lt Col McGeehan's unsuccessful efforts to have Bud Holland "grounded" for what he perceived as numerous and flagrant violations of air discipline while flying with 325th BMS aircrews. Colonel Robert Wolff was the Vice Wing Commander and was added to the flying schedule as a safety observer by Col Brooks, the Wing Commander, on the morning of the mishap. This was to be Col Wolff's "fini flight," an Air Force tradition where an aviator is hosed down following his last flight in an aircraft. Upon landing, Col Wolff was to be met on the flightline by his wife and friends for a champagne toast to a successful flying career. The radar navigator position was filled by Lt Col Ken Huston, the 325th BMS Operations Officer.
This was a result of Lt Col McGeehan's unsuccessful efforts to have Bud Holland "grounded" for what he perceived as numerous and flagrant violations of air discipline while flying with 325th BMS aircrews. Colonel Robert Wolff was the Vice Wing Commander and was added to the flying schedule as a safety observer by Col Brooks, the Wing Commander, on the morning of the mishap. This was to be Col Wolff's "fini flight," an Air Force tradition where an aviator is hosed down following his last flight in an aircraft. Upon landing, Col Wolff was to be met on the flightline by his wife and friends for a champagne toast to a successful flying career. The radar navigator position was filled by Lt Col Ken Huston, the 325th BMS Operations Officer.
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the C130 South Cerney accident/incident
RAF pilot 'in deadly game of chicken' - News - The Independent
I don't own this space under my name. I should have leased it while I still could
Chris, I read your unedited post. It was indeed sad.
Maybe it should not have been posted here, and indeed it would not have been had the aircraft not been too low.
Maybe it should not have been posted here, and indeed it would not have been had the aircraft not been too low.
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Originally Posted by civobs
did the airframes need extra inspections or repairs after these flights?
Below the Glidepath - not correcting
It does demonstrate that the UK's approach to Authorization levels and approvals, QHI/QFI check rides and standardization check rides make it harder for this type of behavior to happen (but not impossible). In this case, the individual was part of the Unit Standards set up, so stopping it was a case of everyone in the chain that let him get there having to admit that gross errors in judgement had been made, sadly face saving took a higher priority than life saving.
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Two's in
excellent post. It's also worth considering that he was 47 years old, had been a military pilot for 23 years, and had over 5000 hours on the B-52. I have faith that had he shown "rogue" traits early in his career he would have been shown the door.
excellent post. It's also worth considering that he was 47 years old, had been a military pilot for 23 years, and had over 5000 hours on the B-52. I have faith that had he shown "rogue" traits early in his career he would have been shown the door.
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I believe there is a book called the "Rogue Pilot" which (amongst others) outlines Bud Holland and the remarkable lack of structure which allowed him to cowboy around for far too long.
Memory is faded, but I thought the right seater had refused to fly, so the senior sqd ldr (?) took his place.
A bit like the lear driver that barrel rolled (at alt) on his last flight before joining a major freight co. Split S'd (poorly), chewed up 20,000 odd feet, and bent the wings beyond repair. At least they lived.........
Y'all be safe now.
Memory is faded, but I thought the right seater had refused to fly, so the senior sqd ldr (?) took his place.
A bit like the lear driver that barrel rolled (at alt) on his last flight before joining a major freight co. Split S'd (poorly), chewed up 20,000 odd feet, and bent the wings beyond repair. At least they lived.........
Y'all be safe now.
Below the Glidepath - not correcting
I have faith that had he shown "rogue" traits early in his career he would have been shown the door.