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ACC releases F-16 Ft. Summer crash investigation report
February 8, 1999 (by
Lieven Dewitte) -
Air Combat Command has released the Aircraft Accident Investigation Report on the Sept. 1 F-16C crash 25 miles south of Fort Sumner, N. M. The aircraft was from the 523rd Fighter Squadron at the 27th Fighter Wing, Cannon Air Force Base, N. M.
The aircraft was more than an hour into a tactical intercept-training mission when the pilot, Maj. Kevin Frisbie, ejected and the aircraft crashed. Frisbie sustained serious injuries as a result of ejecting. The aircraft was destroyed.
The report determined the accident was caused because Frisbie experienced a gravity-induced loss of consciousness, or G-LOC, while performing a high-G maneuver. The investigating officer determined the primary cause of the G-LOC was the pilot did not properly execute an anti-gravity strain maneuver while pulling 6. 4 Gs.
Frisbie relied on his G-suit to inflate upon initiation of G forces and provide him the cue for when to begin an anti-gravity strain maneuver; however, his suit was malfunctioning because of a disconnected hose and this led to a delay in the start of the straining maneuver. In addition, Frisbie made a radio call at the same time, which also hampered his ability to perform the maneuver. Frisbie was unconscious for approximately 10 seconds during the G-LOC, according to the report. When he awoke, his aircraft was in a 70-degreedive at an altitude of 5, 000 feet going 575 knots. Frisbie immediately attempted to pull out of the dive, and shortly thereafter initiated ejection at an altitude of 300 feet.
The investigating officer stated that Frisbie's quick recognition of the "euphoric state" associated with G-LOC, which he had encountered in centrifuge training, probably saved his life.
The report determined the accident was caused because Frisbie experienced a gravity-induced loss of consciousness, or G-LOC, while performing a high-G maneuver. The investigating officer determined the primary cause of the G-LOC was the pilot did not properly execute an anti-gravity strain maneuver while pulling 6. 4 Gs.
Frisbie relied on his G-suit to inflate upon initiation of G forces and provide him the cue for when to begin an anti-gravity strain maneuver; however, his suit was malfunctioning because of a disconnected hose and this led to a delay in the start of the straining maneuver. In addition, Frisbie made a radio call at the same time, which also hampered his ability to perform the maneuver. Frisbie was unconscious for approximately 10 seconds during the G-LOC, according to the report. When he awoke, his aircraft was in a 70-degreedive at an altitude of 5, 000 feet going 575 knots. Frisbie immediately attempted to pull out of the dive, and shortly thereafter initiated ejection at an altitude of 300 feet.
The investigating officer stated that Frisbie's quick recognition of the "euphoric state" associated with G-LOC, which he had encountered in centrifuge training, probably saved his life.
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