The best advice I ever got in VT-2 was: "It'll take 5 seconds to realize you have a problem. It'll take 5 seconds to BELIEVE you have a problem and it'll take 10 seconds to deal with the problem. In that third of a minute, you will be the first one to the crash site. Do your best to shorten the time involved."

I feel I have just spent 15 minutes trying to memorize a procedure that under no foreseeable circumstance am I ever going to use. Still worth it.

I love simulators. From all the learning I did in 38 yrs of drawing a paycheck, the simulators led the way in prepared me for my one real emergency. Nice post. RIP.

Short version seems to be: you have about half a second to stop your natural reaction to what a close to stalling airplane is doing and follow that checklist, if you don’t you’re dead --no matter who’s at the stick. Great stories, Sir. I think this important work you are doing

Nobody should be upset by recording history accurately, especially if it can prevent mishaps in the future. Well done.

Ward, I am a retired fighter plot with 24 years in the F106/F15 aircraft, and you just demonstrated the attitude, demeanor, and professionalism that is absolutely necessary to advance safety in flying aircraft, well done sir!

Excellent presentation!! My brother was an F4 pilot in Vietnam era. Later was flight instructor in Pensacola A salute to Lt. Robert M. Dallas (1944-2016)!

Flew with dad privately many times. Had 2 situations come up over the years with wind shear on landings.. watching him work it, and as fast as he did all that left me in awe. He was a navy aviator in his day

Physics is unforgiving, I'm afraid, and the split second decision making required to fly these beasts is way beyond what is normally required of a human. In awe, I salute all of you.

Firefighters have a similar saying: Every rule is there because somebody died.

I watched this twice, the second time to pick up on your fair play speech style and pattern. factual, non judgmental, integrity, compassion, and honesty come to mind. qualities I admire and do not embody frequently enough. this is a acquired muscle memory of a quality instructor, coach and human being.

Just saw this. I’m a retired Navy pilot and was flying during this time. Subsequently became a RAG skipper then operational CO. Very objective analysis, reasoning, and presentation of lessons learned. I second the fact that physics doesn’t care who you are. Great take-always and lessons learned. Hyjack, out….

Army Aviation saying is “checklists are written in blood” good story and analysis.

Jim Powell here. I was an AQ attached to VF154 Black Knights during the Vietnam war. We flew F4 J’s during my time. I really appreciate how you described this unfortunate happening. I have seen many, many recoveries during my time in the Navy. I witnessed an A4 go in immediately after launch. In that case the pilot did not survive. It was about 2100 hours, the flight deck went into immediate recovery mode. Many on the flight deck were throwing there coned flashlights at the sinking plane and the chute of the pilot. The pilot was recovered attached to his chute, however, he did not survive. There is an empty feeling when that happens. It matters not what squadron you are from. As an AQ, my job was to give the crew a radar system that was in good working order, in case they needed it if enemy bogies would appear. That was a sad day for me. It happened over 50 years ago and I can still see that incident in my mind.

Ward Carroll, for a simple monologue video it's obvious you still have a whole lot of wisdom to dispense. You flew the F14 for 17 years, and it is obvious why the Navy trusted your skill and experience for so long. You still have a lot of knowledge to give, not just about naval aviation but about life in general. Your videos are very good.

Great video sir. I'm a retired RMCM '77. I am the father-in-law of a great Tomcat/Hornet driver (Rhino) who left us much too soon at age 57 due to cancer. I made the last westpac cruise on the old 27-Charlie carrier Hancock in '75 when we evacuated Cambodia and Saigon. It was a pitch dark night - no moon. I remember well the loss of the two Marine pilots flying plane guard duty as the big HM-53's were circling and off loading refugees. All I could see was their running lights. I was on the signal bridge with WO Ramsey when I saw their aircraft drop out of the circular formation and head toward the water at about a 45 degree angle. I said to Ramsey, "They are going down!" Then the bright flash. The two crewmen were thrown clear out the rear open hatch. Both had severe injuries but survived. I sent out the message stating, "Pilot space disorientation as the cause." After the evacuation ops we brought back aboard our fixed wing aircraft and did normal carrier ops with our A-4's and other aircraft. I was in the radio shack listening to the UHF flt ops radio when LTJG Bruce Carrier was lost. I shall never forget the long and valiant attempt by flt ops and our skipper, Capt. F. G. Fellowes to get LTJG Carrier back on board safely. It is a long story starting with the A-4 only able to lower one of its landing gear. The later loss of his refueling nozzle, ejection seat failure and eventually ordered to fly inverted level with no canopy and manually drop out of the aircraft. He went into a spiral dive the first attempt but regained control and went back up to about 10,000 feet and tried again. He again went into a spiral dive and crashed. The Golden Wrench Award was subsequently given in his honor. Lt CDR "Bug' Roach and I became great friends during that cruise along with ABCM Trueluck. We had a long talk about that loss. For example, a barrier arrested landing was disallowed by NATOPS because LTJG Carrier could not get his air speed down low enough. We tried several barrier landings and because of the one wheel down and the one wheel up the little A-4 became very unstable below about 160 kts. Trueluck said the barrier could have handled him at the higher speed but it would have violated the NATOPS Manual. But we will never know. As you probably know, we lost CDR John 'Bug' Roach in 1991 while flying his beloved A-4 off San Diego in 1991. Regarding the loss of Lt Kara Hultgreen; I was on the vanguard of bringing women aboard ship when I was a Senior Chief at FltTraGrp SDiego in the early 1970's. My 'ladies' and I were stopped at the quarter deck many times by the OOD who disallowed our boarding request. After reviewing their message traffic they found the message from higher authority allowing women to board. So I am aware of male sailors not being comfortable serving along side female sailors. I sincerely salute Officer Kara Hultgreen especially for her courage to carry out her duties under obvious stressful circumstances. May she rest in peace. We have the watch.

I’ll never forget what a wise old instructor once told me in the box a long time ago. He said there’s seldom a time in an airplane that dictates you must rush when faced with an abnormal or emergency situation so he gave me this one line which stuck to this day. He said: when the big loud bang happens…… take a deep breath, relax and enjoy your emergency.

Ward, I got here while researching info about battleship broadsides. Don't know how but glad I did. I went from F-4Js then flew F-14As from 1973-1981, RAG instructor, LSO and Cag LSO. Absolutely best description and analysis of that mishap I have ever heard. Very sad whenever one of our fellow aviators are lost. As the old sign says, "aviation is not inherently dangerous, but it is very unforgiving."

First time viewer. Retired Air Traffic Controller (10 yr USAF; 24 yr FAA). I appreciate accurate and clearly expressed aviation-related content. Now a subscriber.

Ray Morrison I was a LSO spotter on CVA-64 from 1966 to 1968, Tonkin Gulf Yacht Club. Very well described and good description of Kara Hultgren's F-14 Tomcat Mishap. Witnessed 16+ accidents while on the Connie. Was out their for the Oriskany and Forrestal fires. I've loved watches lots of your video's, Thankyou . . . .

I was on deck when this happened and remember it all of the time.

That was one of the most fair, level headed, passionate coverage of a tragic loss but what it takes for the bad situation NOT to become tragic. Thank you so much for that coverage. (I say coverage because it did....cover....and was NOT mere content) I say this with tears in my eyes. It's a very good tear.

I served on the enterprise 98-00 as a AO, desert fox- kosovo and I love this channel, thank you it brings back those awesome memories serving on a carrier. Also I remember women pilots on board and even integrated into the Aos, awesomeness. Please keep it going, love it!!!!! Much love, daydreams, and smiles.

I'm enlisted aircrew in the Air Force. I appreciate the maturity and professionalism you brought to all the aspects of this topic. I wish more leaders in and out of the military could handle such subjects as well as you did. We need to always demistify mishaps.

I was her Plane Capt when she was training at Kingsville Tx. She was highly motivated and always in good spirits. She followed all instructions and never rushed. I was torn up when I heard of what happened. She always told me she wanted Tomcats and she worked hard to earn it. RIP Kara

This was one of the first hard lessons I learned while flying. I held a stall deeper than I was supposed to, and as a wing dropped, I corrected with stick only. Before I knew what was happening I was entering a spin and my instructor had to take over. If had done that on final, I would have been dead.

Mooch, as a civilian aviator it's my opinion that you honor Revlon's family by having the discussion we just had. All aviation accidents, incidents, and/or mishaps are never because of any 1 reason. A chain of events are always cause the error, injury, and unfortunately fatalities. In the civilian world, we always said the same thing: FAA regulations, or colloquially known as "The Regs" have been written in blood. It's a fact of flying. It's the inherent dangerous nature of a human being operating a human engineered and human built machine, airborne. Well done on your episode. I think you served Lt. Hultgreen and her reputation well.

Great Channel, I just subscribed. I'm an aviation enthusiast and son of a Vietnam Vet so I was raised with a healthy knowledge and interest in all things military. You really explain the intensely complex skills and knowledge that a pilot has to have to fly military aircraft.

You are incredibly articulate and I learned a lot from watching this. Excellent!

That video sent chills down my spine. It was like watching an exact rerun from more than 60 years ago when I watched an FJ-4B coming in too low; it followed that exact same trajectory into the ocean. Unfortunately, there were no zero zero ejection seats in those days. Not all flight deck level crashes ended disastrously though. I did watch as an F8U, coming in too low, sheared off its landing gear at the ramp. He scraped along the deck with fire shooting out from under, then, just at the right time, where the angle deck stopped, he hit afterburner where he was able to climb to sufficient elevation to eject. On ejecting, his chute opened, and he was able to parachute safety into the drink along side the ship.

Marine helicopter pilot here. I wasn’t good enough for jets. I’m 66 and was good enough at my skills to survive everything. God bless all Naval Aviators😊

@16:30 is the sum of this entire story regarding the facts. The solution to this known aircraft situation was established and trained for. The problem lies with whether the student learned those lessons.

Sir, thanks for the video. I'm a retired YNC(SW/AW) and one of my duty stations was at VT-25 in Beeville, TX. At that time, I was the operations yeoman and calculated/logged all the flight training books/flight logs. I was there when Kara was a student and got to know her professionally. She was a really wonderful person and so excited about her future as a pilot. Thanks for the great video. RIP Kara.

In B-52s, I flew as an EW. The gunner and I had an agreement; if you go, I go; if I go, you go. We would get our stories straight later. There were five times we both thought about punching. Did not have to, but it was close. Good analysis.

Excellent presentation- this reasserts what is known about training- you train until you dont have to think about it, you just do it. Always horrible to lose an aviator,hopefully this assisted in training others at the time.

Sir, I just found your channel. I set notifications to alert me to future podcasts. I can only echo many of the comments here - excellent, professional breakdown of the crash and background behind it. Thank you for your Service, Sir.

I distinctly remembered this tragic event.....ships company, IM4 division. Went up to the crows nest to observe flight ops as a way of getting some whoosa time from work. Unfortunately saw all this happen, and just couldn’t believe how it all was over so quickly. May she Rest In Peace 😕🙏🙏⚓️

Hi Ward, thank you for this vid and your channel. I'm a civilian and not even a pilot, but I have great reverence for what you and your fellow aviators in the Navy and elsewhere do for our country. Thank you! This was very informative and interesting. RIP Kara Hultgreen.

My dad was a Rio on F-4s and F-14s and CO of the Diamondbacks. We Talked about this a while back and he felt bad for her family because he felt she was pushed through and if she was assigned a different plane, she likely would have had an outstanding career.

Your exploration of timely topics is always on point and well and balanced. You are among the very best on the web.thank you from a former army ground pounder and key hole peeper.

Thx Ward ! You remind me of all the hours I spent watching recovery of Tomcats while in all weather conditions at night aboard USS Ranger. I was constantly amazed at Cats hitting precisely on the wire for a purrfect arrest. When we had pea soup for night recovery's one night , I watched the flights as usual from the observation deck & glad I did not have a weak bladder .......... Pilots constantly made me stare in awe at the precision while unable to see much thru the pea soup . Last time I watched in the soup & all had come home safely , I went through Officers Country pretending I was going to check on my radars But I made sure I thanked the pilots I saw that were whiter in the face than my best bedsheets . Last one I saw quit looking dead in the eyes after I thanked him for an excellent recovery ......... he never said a thing 'cept his eye's came alive again & that said enough for me ...... I still don't know how Seals & Pilots stay so silent moving , when they have those Big Brass Ones ........ why don't they Clank ? ?

Ward, I lost my right engine off the cat on the Connie. The thing that kept me out of the water was AOA below 14 units and no lateral stick. Had full opp rudder and still went off like a frisbi ( full zone 5)One thing I did and was prepared for was accepting a settle without yanking back on the pole. Cheers.

Sir, Thank you for an excellent and detailed recap of the mishap. I was serving with an A-6 squadron between 92 and 95, so I witnessed the Tailhook blowback in the aviation community and also saw the reaction to this mishap. In my first 1.5 years in aviation, I was on hand for 3 fatal aviation mishaps (my squadron and airwing). The first was a Hornet losing the horizon at night resulting in the death of a hornet CO (my non-aviator recollection of the cause) during workups in the Caribbean. The other was a ground-based navigation flight resulting in 2 of our guys crashing into a mountain - I think that was just pilot error. And the last one was an E-2 mishap shortly after launch from the carrier, resulting in 5 deaths. With the E-2, I helped the LSO with the review using the plat cam footage. I still remember to this day how upset the LSO was because he blamed himself for the mishap. All three of those mishaps happened with all-male squadrons and aviators. All were skilled (I assume) and did not receive any special waivers to fly (I assume). But nobody asked those questions, like they did of Lt. Hultgreen. There were no special 20/20 investigations. Guess what I am getting at - that mishap became a political powderkeg. But in the end, mishaps happens. Naval aviation is a dangerous business and one small mistake can cost you your life or the lives of your shipmates.

Outstanding, professional presentation Ward. I flew FJ4B's, F9F-8's and A4's 1956-1964, watching your presentation actually increased my heart rate after all these years! After 68 years as an active pilot my four years of deployments on Ranger, Oriskany and Lexington, based out of NAS Miramar, plus three years as a RAG instructdor, were the high point of all my flying including 31 years of airline flying through the B 747's. Outstanding presentations, I enjoy them all. Keep it up, you are appreciated.

It was 1980. We were on Gonzo Station. It was a perfect morning for ops. I was in the waist bubble. I just got to the ship via a supplier USS MARS. I was getting a first hand look at flight ops, since I was assigned to the V2 dept. It happened exactly how this guy described it. They didn't even look for the guys. The Air Boss was screaming at everyone to get back to their stations. I'm 62 years old now and I'm not ashamed to admit it brought tears to my eyes. It happened so quick. That was the first of a few that I witnessed. Not always the Hollywood version. It's great that they study each incident so detailed to learn from it. Sometimes it's easy to play Monday morning QB though. Just my right to say. What I saw was the TOMCAT'S STARBOARD ENGINE FOD out. When it cleared the cat the aft section dropped down putting it into a full on stall attitude. It hesitated for just a couple seconds then rolled quick. The guys ejected at about the 4 O' CLOCK POSITION, With their rockets burning. To my knowledge, they were not recovered. Suddenly the Navy was more than just an adventure.

I met Kara a few months before her mishap at Carey Lohrenz’s wedding, which I stood up in. Carey’s husband (Marine Hornet guy) was my roommate in college and the best man at my wedding.

I was in the airwing and on the ship when this happened. I was in VF-114, VF-213s "sister squadron" a couple years before. I heard a lot of talk of her being pushed through and the ending was very unfortunate.

Thank you for your service sir ! I’m certain you enjoyed the job that I would love to have had, flying the Tomcat for so many years. Thanks for the excellent description of her mishap. First time visiting your channel and new subscriber.

as a former Air Force Instructor Pilot in multiple aircraft, I find Ward's knowledge impeccable.

I remember when this happened while on active duty. I was an AG2 stationed in Kings Bay, GA. When the story aired a lot of us thought it was weather related. Usually when there’s flight mishaps investigators immediately called the WX office. We later learned the ‘truth’ so to say. But I’ve NEVER heard an in-depth analysis such as this; it clears up a lot of confusion. Well done❗️❗️❗️

Thank you for analyzing this incident so professionally and objectively, there are definitely some hard lessons that can be learned from this incident. It was interesting to get a look into the F-14 and it's procedures and humbling to remember that even highly trained pilots make mistakes. Also I may have clicked due to the footage of the 2010 CF-18 Demo Team crash in my home town Lethbridge Alberta when Capt. Brian Bews experienced a stuck piston causing his right engine to idle as he initiated a high alpha pass for an airshow.

Great video and thanks for sharing this mishap in such professional detail.

I'm a retired Senior Chief Avionics Technician with several, including the maiden workups/deployment on the Lincoln. I remember the integration of females flying the 14 and this incident, and while not on the Abe when it happened, I do remember this being a huge talking point/discussion around the Mess. I've heard rumors, speculation, aka 'Scuttlebutt' around what had happened and had always wondered the exact details surrounding the incident. I just want to say thank you for the honest and unbiased editorial on the event. Love the channel. Thanks.

My dad and Ed Andrews used to show such reels on our garage wall in Virginia Beach with the other pilots after such tragedies. I remember as a kid the looks on the pilots faces were so grim. Thanks for sharing, and your service.

I am so impressed by the way you discuss this topic: Unemotionally, respectfully, and truthfully. You seem like a very remarkable guy and you have my respect!

Loved the explanation of the difference between an accident and a mishap. You nailed it, brother!

That LINCOLN crash was one of my last carrier deployments of my career. I've seen the videos many times since then but this is the first time I seen a proper incident breakdown from a TOMCAT driver's perspective. Thank you very much for that. I was a Navy Nuke and I have taught everywhere, inside and outside of the community and even since retiring ,that there are no accidents. Only unfortunate outcomes from acquired bad practices.

Listening to you makes me feel like I'm in college again being instructed by someone who really knows what they are talking about. Mostly over my head, but I do feel smarter.

I love your videos. I am an Air Force brat and was wanting to enter the Navy as an aviator. The geek in me at first, when you brought out the training aid, I thought about Robotech/Macross and had a moment of giddy.

I remember that accident. So very sad! Thanks for explaining it.

@ 16:45 "If you don't LEARN from THAT mishap, you're likely to REPEAT the mistake again..." Goes for all of us -- and in every facet of our life/lives.

I think i was there for the A6 ejection. It was on the USS America during desert storm. One of the aircrew went in the water. The Other was being dragged down the deck we jumped in his Chute. I was an AE with VF-33.

Good Presentation. Ejection seats are scary until they are safed I was taught to carry a vice grip to use as part of the emergency safing procedure.

Thanks for taking the time to explain --- I'm a retired Army Pilot --- glad I got to view your video - Thanks again --

Ward. Just wanted to say thank you for giving all of us in youtube land your time to tell us your stories and knowledge of times past. I'm sure many of us watching, including myself, watched every documentary we could find on naval aviation and none of that compares to actually hearing it from someone who lived it. So thanks again for doing this Hope you have a good one.

In my 20 years in the Navy, I always hated "qual quotas" because they were, by definition, outcome-driven. When the normal attrition rate in training is, for the sake of argument, 50%, only the top half of the candidates will qualify. When the quote is higher than 50% of your trainees in the pipeline, you can see how some candidates will qualify even when, statistically speaking, they would not objectively meet standards. I retired in 2002, so I'll imagine it's worse today.

Excellent video, Commander! I'm a B747 Captain and first time viewer. I am most impressed with your presentation and attention to detail. I was glued to my screen throughout this entire Vlog and explanation of tragic events. I just subscribed to your channel. Thank you for your service, Sir.

Informative and on point the whole way through, excellent report.

First time watching. As a nonpilot citizen civilian this elevated my already very high regard for military pilots. Skills, training, instant response, risk, dedication, all of it and ground crew. Thank you all.

I have to say, the detailed information you give as someone who was there throughout this history is pretty great. Your presentation style is great, just sitting there talking right to us in relaxed fashion.

1st time viewer. Loved it. Fascinating. Could watch and listen and learn all day. Thank you.

I remember reading about this from the excellent book "Bogeys and Bandits" by Robert Gandt; but hearing what exactly happened is truly enlightening. Thank you.

Sad day for me. I was running 13A, Life Support shop, and was getting my tool boxes inspected for pre cruise inspection when I heard that on the PLAT. She was one of mine. Then later, the Nashville crash. LCDR Bates and Lt. Higgins both died. I was on the reclamation team for that. That was a hard sea tour for all of us who were in VF-213

Never been anything close to being a aviator I served in the Navy as a GMG. I stumbled upon this as I roamed looking for interesting videos. You grabbed my from the start and explained everything in detail but it was also to where I understood everything Thank you and Well Done. RIP Kara and all other aviators who left this earth early.

Excellent situation and recovery describtion and a very detailed logical explaination of how to recover and stablize the aircraft.

You’ve hit a million views! Awesome work Ward. I’ve been following you for a while as you’ve grown the channel. Your content is 1st class so really happy for you. There are plenty more viral episodes to come I’m sure

I was on board the 72 when this happened. A very sad day at sea for us all that day. We were glad to hear at least one of them made it home.

Told straight up... These lessons can be applied everywhere. Thanks Mr Carroll.

Enjoyed the video, especially the vignette I was in. I was #3 out of the EA-6B on the America. Like your work, so I'm going to watch more of it. Thanks.

Thanks for the clear, understandable description of this tragic incident. In her life, Kara served well. And in her death she provided an amazing teaching point for ALL future F-14 pilots. God bless all of our military personnel for their dedicated service.

Between Mr. Carroll and C.W. Lemoine, I get all the vicarious fighter experience I need! Great information for me, a Mooney pilot who's never been inverted.

OUTSTANDING POST ON ALL LEVELS!!! THANK YOU FOR YOUR SERVICE WARD!!!🙏👌

Thank you for your videos. Unfortunately, a lot of people and planes were lost to get to our present state in aviation.

"Every outcome has a chain of events that explains how some things happened." This is true for every incident involving a plane. It is a chain of events. It starts before the plane begins its takeoff. As an accident investigator for 25 years of working for the civil side of things via the NTSB, this has been true for every accident, incident, or crash, I have investigated. Usually, one thing affects another, which affects another, etc., etc...

Guy is waving a Tomcat at me with a Rickenbacker and a Gibson peeping in the back, next to the Marshall stack and the Abbey Road pictures. Fastest subscribe in YT history!

Great video, thanks for making it. RIP Kara.

I was in a Beatles tribute band for 22 years, I appreciate your content and the wall art!.......cheers....

I need to move that coaster back fully on the table.

Former Diamondback Plane Captain here, it's great to see that emblem on a flight suit once again. Great work, sir!

Amongst all the Intel you so graciously provided, I noticed a Rickenbacker guitar along with what looks like a Gibson semi-hollow body, and Marshall 250 watt lead😊

I remember this mishap. I was stationed in San Diego at the time at Point Loma. While I did hear a lot of comments about her flying the Tomcat, what I didn't hear was that she crashed because she was a woman. What I most remember was several senior officers commenting that the Navy was pushing too fast for the integration of female fighter pilots and that mishaps like this happen when a program is pushed too hard and too fast. Even before the investigations results came out there people saying that it wouldn't have happened if they'd given her more time. Time to learn the aircraft and the procedures. Thank you Ward for your completely factual explanation and leaving the politics out of it, as it should be. I was lucky enough during my service to never have been involved in a mishap, though I met a few who had. Hearing from them, and what they'd gone through after the fact, was a very pointed lesson.

I flew with a former flight instructor of Ms Holtgren at NAS MERIDIAN MS. He said she was fine as a student. She was assigned a Utility Sqdrn, probably never over 30deg angle of bank, and several years later was spun up to fly the Tom in the fleet. That is a steep learning ENVIRONMENT. RIP.

I developed a Habit of "Assuming" I would be required to make a Missed approach and embed the details of what I had to do as a single Pilot operation before actually Joining the Glideslope !!! I will add Engine out and Rudder procedures !!!! We can't overlook, low speed turn Spin recover on check rides, with heavy emphasis regarding use of throttles and Rudder....Excellent Video, as a Crop Spray & Dust Operator I got used to plopping and out of short fields.....But not a postage stamp Bouncing on 15 foot waves !!!!!

Thank you so much for your thorough, dispassionate approach. Clearly you care very much. I happened upon your channel but have subscribed. As a musician, I also note your care for the Beatles, the Ric, Acoustic and Marshall Stack. All the best.

I’m a former ATC Tower Marine...although land based (MCAS Yuma) I witnessed a lot during my tour...I commend you Ward for your professionalism and truthfulness in this video. May God Bless and Protect our Aviators!

I was stationed on Lincoln when this happened. I remember where I was when the call came over the 1MC "NAVY Blue, NAVY Blue, aircraft in the water"

First time viewer. These words come to mind: balanced, expert, informative, root cause, professional, grateful and of course. Thank you 👍

Ward, I was a guitarist for 45 years. I can see you love the guitar also. Have a great day sir!

Referred here by the Blancolirio channel. Not a pilot, but I find this subject fascinating! Love your clear, objective, and comprehensible to a layperson approach to a complex problem. R.I.P. to Lieutenant Hultgreen - thank you for serving your country. Great stuff!

Sad but what a fascinating story with deep down respectful sincerity in simple, clear cut and dry expressions. Thank you for your great works, Sir.