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From Air Safety Magazine published December 1997
Mishap No. 1 involved a wind gust, a less than optimum "aerobrake" (taken from the AFI 51-503 reports), and publications that were less than complete or explicit. The doughty aviator employed an aerobrake technique that foreshadowed the precise so that when the headwind hit on landing roll, the combined wind and aircraft energy was enough to propel the mishap aircraft about 100 feet in the air, much to the chagrin of the Mishap Pilot. There being no such thing as a free lunch, or in this case, free energy, the wind shifted to a tailwind and down goes the Nighthawk to the demise of the nose gear and much of the nose structure." The incident occured on Holloman's Runway 22.
The F-117A, assigned to 8th FS (other reliable sources say 9th FS) , was returning from a routine training mission, in conjunction with a local exercise, when at about 9 p.m. the mishap occurred. The mishap pilot was not injured, and ground egressed without incident. You can see by the photo that the pitot probes did in fact engage the BAK-12 cable at the departure end of the runway.
The aircraft was repaired at Lockheed Martin Skunk Works in Palmdale Calif., and returned to flying status in August 1998.
Originally posted by gfad
I cant find any record of what you describe though.
Originally posted by NJ Mooch
I got a quick question for you guys. When did they introduce the parachute to help slow the F-117A down during landings? I would think that this aircraft wouldn't reach the BAK-12 cable at the end of the runway if it had a parachute assisted landing.
Originally posted by Zaphod58
It depends on what he was doing during the accident. If he was doing touch and goes obviously he wouldn't deploy it. If he was doing full stop landings, returning to the end of the runway to take off again, he would only be required to deploy the chute on the final landing of the mission. Another regulation was that they only had to deploy the chute on the final landing, at a non-home station runway. So if he was landing at say Nellis, he'd have to use it, but at Holloman it would be up to the pilots discretion.