Blue Angels Crash (Merged)
Pilot named
Blues return home today
The Beaufort (S.C) Gazette
BEAUFORT, S.C. -- A U.S. Navy Blue Angels pilot was killed after crashing Saturday afternoon while performing at an air show.
Lt. Cmdr. Kevin J. Davis, a native of Pittsfield, Mass., was piloting the No. 6 jet when it went down at about 3 p.m. (CDT), 30 minutes into the show at Marine Corps Air Station Beaufort (S.C.).
RIP
The Beaufort (S.C) Gazette
BEAUFORT, S.C. -- A U.S. Navy Blue Angels pilot was killed after crashing Saturday afternoon while performing at an air show.
Lt. Cmdr. Kevin J. Davis, a native of Pittsfield, Mass., was piloting the No. 6 jet when it went down at about 3 p.m. (CDT), 30 minutes into the show at Marine Corps Air Station Beaufort (S.C.).
RIP
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A Known Phenomenon
This same "inside of the turn" rejoin phenomenon caused an F4E crash off the Range at Evans Head, Qld and a number of crashes of Mirage III's off Saltash Bombing Range near RAAF Williamtown NSW (A3-61 & A3-77 & A3-109) and near RAAF Butterworth Malaysia (A3-32 & A3-37).
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This RAAF F4E (reg: A69-7203) aircraft was lost 16/06/71 off Evans Head, NSW with the loss of both crew. Report extract below (from this link ):
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During the bombing phase, the No.2 aircraft in the formation suffered a suspected hang-up of one bomb so a decision
was made to return via the alternate route to base with No.2 aircraft flying as leader.
The No.2 aircraft reported off the range at 1943 hrs, heading 120 M and climbing out to 6,500 ft. As he (the lead aircraft) was passing 2,500 ft the RSO instructed the formation to maintain 1,000 ft due to conflicting traffic (Cordite formation). The instruction was acknowledged by No.2 and he commenced a descent to 1,000 ft, turning to port onto a heading of 010 M. No.1, at this stage, was in the process of rejoining his No.2 on the inside of the turn from about three miles astern.
While the leader was levelling at 1,000 feet, he entered a patch of low cloud causing the rejoining aircraft to lose visual contact. The leader then stopped his turn until he emerged from the cloud and the joining aircraft regained visual contact. The leader then resumed his port turn and rolled out on the desired heading. He then looked behind to see lights, which he thought to be the other aircraft, at his 8:30 position and very low. Almost immediately the lights disappeared.
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Leader's statement: 'The range then told me not to climb above 1,000 ft. I acknowledged and started a descent back to 1,000 ft. I also started a left turn. During the turn (30° bank) I entered cloud and No.1 called lost contact. I rolled wings' level and called my heading of 030 M. Shortly after, I broke out of cloud and he said "confirm heading 030". I replied "affirmative". He then said "contact, we're in your left eight o'clock, continue your turn".'
'I then rolled left to a heading of 010 M (only about 20° of bank was used). After No.l's call, my navigator advised me that he had the aircraft in sight and that he was moving into position.' 'Once I was steady on 010 M, I looked to the left and saw what I believe was an aircraft in my left 8.30 position, very low on me. This almost immediately disappeared...'
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Extract #2
Evaluating the evidence
During the investigation, the route flown by the formation on the night of the accident was reconstructed, using two other Phantom aircraft. The pilot of the rejoining aircraft reported the following observations.
'As No.1 commenced the descending left turn, I attempted to match his angle of bank and remain in the same plane as his wing. To do this I had to be at a lower altitude than No.1. Although I had prior knowledge that No.1 was to descend and there was a good visual horizon on this day, there was no sensation of a descent when remaining in the same plane as No.1's wing.'
When No.1 went into the 20° left bank turn onto 0100M, I matched his angle of bank and when I noticed that he was rolling wings level, I rolled into a 30° right bank turn to effect the rejoin as I was approximately one mile from No.1 in his low 8 o'clock position. My altimeter at this point indicated 3,000 ft. and No.1 was still at 4,000 ft.'
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This RAAF F4E (reg: A69-7203) aircraft was lost 16/06/71 off Evans Head, NSW with the loss of both crew. Report extract below (from this link ):
.
During the bombing phase, the No.2 aircraft in the formation suffered a suspected hang-up of one bomb so a decision
was made to return via the alternate route to base with No.2 aircraft flying as leader.
The No.2 aircraft reported off the range at 1943 hrs, heading 120 M and climbing out to 6,500 ft. As he (the lead aircraft) was passing 2,500 ft the RSO instructed the formation to maintain 1,000 ft due to conflicting traffic (Cordite formation). The instruction was acknowledged by No.2 and he commenced a descent to 1,000 ft, turning to port onto a heading of 010 M. No.1, at this stage, was in the process of rejoining his No.2 on the inside of the turn from about three miles astern.
While the leader was levelling at 1,000 feet, he entered a patch of low cloud causing the rejoining aircraft to lose visual contact. The leader then stopped his turn until he emerged from the cloud and the joining aircraft regained visual contact. The leader then resumed his port turn and rolled out on the desired heading. He then looked behind to see lights, which he thought to be the other aircraft, at his 8:30 position and very low. Almost immediately the lights disappeared.
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Leader's statement: 'The range then told me not to climb above 1,000 ft. I acknowledged and started a descent back to 1,000 ft. I also started a left turn. During the turn (30° bank) I entered cloud and No.1 called lost contact. I rolled wings' level and called my heading of 030 M. Shortly after, I broke out of cloud and he said "confirm heading 030". I replied "affirmative". He then said "contact, we're in your left eight o'clock, continue your turn".'
'I then rolled left to a heading of 010 M (only about 20° of bank was used). After No.l's call, my navigator advised me that he had the aircraft in sight and that he was moving into position.' 'Once I was steady on 010 M, I looked to the left and saw what I believe was an aircraft in my left 8.30 position, very low on me. This almost immediately disappeared...'
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Extract #2
Evaluating the evidence
During the investigation, the route flown by the formation on the night of the accident was reconstructed, using two other Phantom aircraft. The pilot of the rejoining aircraft reported the following observations.
'As No.1 commenced the descending left turn, I attempted to match his angle of bank and remain in the same plane as his wing. To do this I had to be at a lower altitude than No.1. Although I had prior knowledge that No.1 was to descend and there was a good visual horizon on this day, there was no sensation of a descent when remaining in the same plane as No.1's wing.'
When No.1 went into the 20° left bank turn onto 0100M, I matched his angle of bank and when I noticed that he was rolling wings level, I rolled into a 30° right bank turn to effect the rejoin as I was approximately one mile from No.1 in his low 8 o'clock position. My altimeter at this point indicated 3,000 ft. and No.1 was still at 4,000 ft.'
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Video of Lt. Cmdr. Kevin Davis aka KOJAK
http://www.nctimes.com/movie/blueangel/viewer.html Lt. Cmdr. Kevin Davis aka KOJAK
http://www.liveleak.com/view?i=cc9_1177225142 MCAS Beaufort Air Show photos, and crash site photos
http://myaviation.net/search/photo_s...100&size=large photo of fallen Blue Angel 6
http://edition.cnn.com/2007/US/04/21...ash/index.html CNN update story and crash scene video
http://www.liveleak.com/view?i=cc9_1177225142 MCAS Beaufort Air Show photos, and crash site photos
http://myaviation.net/search/photo_s...100&size=large photo of fallen Blue Angel 6
http://edition.cnn.com/2007/US/04/21...ash/index.html CNN update story and crash scene video
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I take my children to the end-of-season Blue Angels show every year in Pensacola. Their act is riveting. I also know 3 ex-Blues that now fly for my company. This is so tragic. We spend so much time talking about the worthlessness of today's youth - this guy was 33 and had accomplished so much. A sad day indeed.
Per Ardua ad Astraeus
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Thanks BOAC, no need for an investigation then.
IF you re-read the post by DD, you will see that no single cause was suggested, but the items covered are all relevant and worthy of discussion. My point to you was what difference does it make where his 'words' come from?
I happen to feel particular sadness at this accident, having been in that world, and I know that the low-level rejoin is a particular hazard and nearly caused my demise on one occasion.
Putting all that aside, does anyone know how far into the season they were?
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First show of their Season
a. I'm familiar with this particular rejoin trap because I lost a friend to it and I've nearly been there myself.
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b. It ranks next to one other leader trick that also nearly wrote finis to my military career. That was a low speed rejoin of a six-ship at low-level with me on the inside and just about "in" when the leader called "speedbrakes go". That's when you find out about all you know about flying with crossed controls without losing sight or taking it into the flick,spin,crash,burn,die addenda.
It's very hard to bug out of a low-level rejoin when you're on the inside of a turn and performing for a crowd. MMSOBGYTAST
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DD
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b. It ranks next to one other leader trick that also nearly wrote finis to my military career. That was a low speed rejoin of a six-ship at low-level with me on the inside and just about "in" when the leader called "speedbrakes go". That's when you find out about all you know about flying with crossed controls without losing sight or taking it into the flick,spin,crash,burn,die addenda.
It's very hard to bug out of a low-level rejoin when you're on the inside of a turn and performing for a crowd. MMSOBGYTAST
.
DD
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The rejoin join-up comes after the downward bomb-burst known as the fleur-de-lis scatters the six team-members to the four points [sic] of the compass.
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At the moment, it matters not who is right about the cause of this tragic accident, what matters is that a fellow aviator has 'gone West'. To his family and friends I offer my sincere condolences. RIP
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...yet another 'Airshow' crash
..During the low-level rejoin, the traditional and classic threat is that of the concentration and focused gaze of the rejoining pilot on the low (inside) side of the leader's turn towards him being upward (i.e. upon the lead aircraft and the aircraft that he is supposed to follow in the rejoin)...
TV News today broadcast a brief amateur video of this F-18 crash -- I recorded it on DVR... and reviewed it frame by frame.
The main Blue Angels formation (5 aircraft) was straight & level at about 500 ft AGL (tree tops in the frame); two of those aircraft were just rejoining to close formation with the leader. The 6th aircraft suddenly enters the field-of-camera-view very high & left of the leader (9 o'clock high on the leader with a large heading differential).
This 6th {mishap} aircraft is in a steep (~60 degrees) left bank with a high descent rate (...like a dive-bomb pass). Looks like he's trying to make a 120 degree left, descending turn to align with the leader's heading & rejoin. He gets thru ~90 degrees of turn, below the leader's altitude & about 1500 ft behind-- and vanishes into the treetops. The whole thing happens in just a few seconds.
I've commented previously here about the high mishap rate in 'airshows', worldwide. This incident reinforces my opinion.
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Ok.. I think certain people should leave this investigation to the real professional crash investigators. I think an "expert" opinion is a bad thing. Perhaps some of you lot should read your posts again.... This is a rumour network not an authority.
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I live not far from Dobbins/(former) Atlanta NAS. Our regional newspaper is called the Atlanta Journal Constitution. Last year,the then Lt Davis took one of the AJC's reporters up for a demo flight. Here on Pprune, we enjoyed the resultant videos. At the time, I remember thinking what a thoroughly nice chap he was, letting the reporter know what was going to happen, how, and when. He was so enthusiastic, too. I watched the videos again tonight in silence with my other half.
RIP Lieutenant Commander Davis.
God bless all. Keep safe.
RIP Lieutenant Commander Davis.
God bless all. Keep safe.
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Here's the famous video:
http://www.youtube.com/watch?v=65fZhws76Jk
And here's reporter Steve Beatty's eulogistic remembrance of that day a year ago:
http://www.ajc.com/news/content/news...crashside.html
http://www.youtube.com/watch?v=65fZhws76Jk
And here's reporter Steve Beatty's eulogistic remembrance of that day a year ago:
http://www.ajc.com/news/content/news...crashside.html
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This is the original "DREAMS" clip featuring A-4F's
http://www.youtube.com/watch?v=OzMzGXRUlaM
here is the remake of "DREAMS" featuring F-18A's
http://www.youtube.com/watch?v=ZUDPjsvjRkA
RIP LCDR Kevin Davis USN
http://www.youtube.com/watch?v=OzMzGXRUlaM
here is the remake of "DREAMS" featuring F-18A's
http://www.youtube.com/watch?v=ZUDPjsvjRkA
RIP LCDR Kevin Davis USN
Unctuous
The RAAF incident report you refer to is over 35 years old. Rejoins at low level are not flown as suggested by the comments from the 'rejoining aircraft' in Extract 2. The lesson was learned for obvious reasons. Hardly a 'phenomenon'.