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On Friday, 24 June 1994, a United States Air Force (USAF) Boeing B-52 Stratofortress crashed at Fairchild Air Force Base, Washington, United States, after its pilot, Lieutenant Colonel Arthur "Bud" Holland, maneuvered the bomber beyond its operational limits and lost control. The aircraft stalled, fell to the ground and exploded, killing Holland and the other three crew aboard. The crash was captured on video and was shown repeatedly on news broadcasts throughout the world. The subsequent investigation concluded that the crash was attributable primarily to three factors: Holland's personality and behavior, USAF leaders' delayed or inadequate reactions to earlier incidents involving Holland, and the sequence of events during the aircraft's final flight. The crash is now used in military and civilian aviation environments as a case study in teaching crew resource management. It is also often used by the U.S. Armed Forces during aviation safety training as an example of the importance of compliance with safety regulations and correcting the behavior of anyone who violates safety procedures. Crash At 07:30 local time (PDT) on 24 June 1994, a United States Air Force (USAF) B-52H bomber crew stationed at Fairchild Air Force Base prepared to practice an aircraft demonstration flight for an airshow. The crew consisted of pilots Lieutenant Colonel Arthur "Bud" Holland (age 46), Lt Col Mark McGeehan (38), Colonel Robert Wolff (46), and weapon systems officer/radar navigator Lt Col Ken Huston (41). Holland was the designated aircraft commander for the flight. McGeehan was the copilot and Wolff was present as a safety observer. Holland was the chief of the 92nd Bomb Wing's Standardization and Evaluation branch, McGeehan was the commander of the 325th Bomb Squadron, Wolff was the vice commander of the 92nd Bomb Wing, and Huston was the 325th Bomb Squadron's operations officer. Holland, as chief of standardization and evaluation, was responsible for the knowledge and enforcement of academic and in-flight standards for the bomb wing's flying operations. The mission plan for the flight called for a demanding series of low-altitude passes, 60° banked turns, a steep climb, and a touch-and-go landing on Fairchild's runway 23. The flight was also Wolff's "finis flight" – a common tradition in which a retiring USAF aircrew member is met shortly after landing on his or her final flight at the airfield by relatives, friends and coworkers, and doused with water. Thus, Wolff's wife and many of his close friends were at the airfield to watch the flight and participate in the post-flight ceremony. McGeehan's wife and two youngest sons watched the flight from the backyard of McGeehan's living quarters, located nearby. The B-52 aircraft, callsign Czar 52, took off at 13:58 and completed most of the mission's elements without incident. Upon preparing to execute the touch-and-go on Runway 23 at the end of the practice profile, the aircraft was instructed to go around because a KC-135 aircraft had just landed and was on the runway. Maintaining an altitude of about 250 feet (75 m) above ground level (AGL), Holland radioed the control tower and asked for permission to execute a 360° left turn, which was immediately granted by the tower controller. The B-52 then began the 360° left turn around the tower starting from about the midfield point of the runway. Located just behind the tower was an area of restricted airspace, reportedly because of a nuclear weapons storage facility. Apparently to avoid flying through the restricted airspace, Holland flew the aircraft in an extremely tight, steeply banked turn while maintaining the low, 250-foot (75 m) AGL altitude. Approximately three-quarters of the way around the turn, at 14:16, the aircraft banked past 90°, descended rapidly, clipped power lines and hit the ground and exploded, killing the four crew members. McGeehan was seated in an ejection seat, but according to the medical statement, he had only "partially ejected at the time of impact"; it does not state whether or not he cleared the aircraft. Huston was also seated in an ejection seat and the medical statement indicated that he had not initiated the ejection sequence. Wolff's seat was not ejection-capable. No one on the ground was injured. Investigation The USAF immediately convened a safety investigation board under the direction of the USAF's Chief of Safety, Brigadier General Orin L. Godsey. The board released the report of its investigation into the crash on 10 August 1994. A final evaluation of the safety investigation was released on 31 January 1995. An accident investigation board, called an "AFR 110-14 Investigation," released a separate report in 1995. Unlike the USAF safety investigation, which was released only to U.S. Department of Defense personnel, the AFR 110-14 report was released to the general public. The AFR 110-14 investigation identified several factors which contributed to the crash, including the actual crash sequence, the personality and earlier behavior of Bud Holland, previous supervision and lack of corrective action exercised by USAF officers over Bud Holland, mission planning and execution, and other environmental and human factors. Crash sequence The investigation found that as the B-52 entered its final turn sequence around the tower, its indicated airspeed (IAS) was 182 knots (337 km/h; 209 mph). Although Holland increased the engine power after starting the turn, his input came too late to maintain the aircraft's airspeed, as the B-52 turbofan engines take up to eight seconds to respond to throttle commands. Even though the airspeed indicator was available to all four aircrew members, the aircraft's airspeed was allowed to continue to decrease. Eight seconds before impact, the aircraft's IAS had deteriorated to 145 knots (269 km/h; 167 mph) and the aircraft's bank angle increased past 60°. At this time Holland or McGeehan applied full right spoiler, right rudder, and nose-up elevator, and the aircraft entered a turning flight stall (also called accelerated stall). This phenomenon is a stall that occurs at a higher airspeed than the design stall speed – which always refers to straight and level flight – because the aircraft is turning. Due to the bank of 60° or more, the stall speed for the aircraft at that moment was 147 knots (272 km/h; 169 mph). Thus, flying 2 knots slower, the aircraft stalled, without having sufficient altitude to recover before striking the ground. Holland's previous behavior and USAF leaders' reactions The accident board stated that Lt. Col. Holland's macho, daredevil personality significantly influenced the crash sequence. USAF personnel testified that Holland had developed a reputation as an aggressive pilot who often broke flight-safety and other rules. The rule-breaking included flying below minimum-clearance altitudes and exceeding bank-angle limitations and climb rates. An earlier incident occurred in 1991 when a B-52 piloted.... Discover the Lt Col Mark Weber popular books. Find the top 100 most popular Lt Col Mark Weber books.