Good point!

https://theaviationist.com/2018/06/0...investigation/

Pics in the link.

If I ever have the privledge to share a bar with this crew, they’re drinking for free.

Breaking News: Hero B-1 Instructor Pilot and crew land B-1B after in flight emergency (IFE). On May 1st, 2018 a two ship out of Dyess Air Force Basedealt with a situation that no pilot wants to ever encounter. The incident involved a Rockwell B-1B Lancer 86-0109/DY named "Spectre", which was built back in 1986. During flight they encountered an over wing fairing (OWF) fire indication on fire warning panel climbing out of low level, followed by #3 engine fire indications. Crew then executed checklist for both, including fire bottles, but OWF light did not go out. The aircraft commander then called for manual ejection. Auto means that if anyone in the front station punches everyone goes regardless if seat is safed or pinned. Manual means that an individual physically has to pull their handle. The offensive system officer (OSO) was the first to pull, that’s why the missing hatch seat retracted and the hatch departed. When the seat did not go up the rails the crew were left with two options at that point. Continue manual ejection for the other crew which means the OSO would ride the jet into the dirt or take the jet as far as they could while maintaining aircraft control and try to save the OSO, which is why the crew elected to land at Midland Airport. That type of Emergency Procedure (EP) has never been successfully recovered in the B-1.

The IFE occurred towards the end of the sortie coming off Instrument Route 178 which is a level route along the Texas and Mexico border. After the failed ejection, there was approximately 15 or more minutes of flight before landing. It is assumed the crew had helmets with masks attached for oxygen. The hatch that blew off has yet to be recovered. The photo of the B-1 in the hangar shows burn marks in the OWF, which appears to be caused by the fire that that crew observed in flight. Explosive Ordnance Disposal (EOD) was on scene after the landing due to the seat shielded mild detonation cords (SMDC). There is no guidance for failed ejection in the Technical Orders (TO). The OSO would have died for sure and there was potential to loose the entire crew racing to Midland trying to save the OSO. Instead the crew made the choice to stay with the OSO and luckily the IP stayed calm and acted to save the life of the crew and B-1B. For that, we believe the IP and crew should all be recognized for their heroic actions that day, which brought credit upon themselves and the United States Air Force.

Hope the IP gets a DFC, at least based on what little I know about it.

While it may seem odd that they elected to eject, only to then make the full stop safely, their decision likely was informed by a B-1 loss about 4 years ago out of Ellsworth, also climbing out of low level and also with an Over Wing Fairing fire with subsequent motor fire. That crew tried to put the fire out with no luck, and then ejected (all safely). The B-1 blew up and literally broke in half while they were hanging in their chutes.

With that mishap in this crew's minds, the decision to eject is easily defensible. The follow on "let's stay with the jet" decision is ballsy, and the crew should be nominated the the McKay trophy.

There is no manual bailout option in the Bone, unlike the Buff. That's why the Buff can still carry 10 crewdogs on any flight, while the Bone can not carry more than 4.

I would bail out or eject from any aircraft if it was on fire and couldn't be extinguished. Easy call. If that's not an option, then land asap.

What these guys did was certainly ballsy, although three of them would have still had a shot at ejecting if the aircraft had departed controlled flight.