One of the Air Force’s most talented pilots was looping his F-16CM Thunderbird jet into a routine maneuver during a training flight last December that required him to push the plane’s engine to full thrust, which pilots call “Military Power.”
Anticipating the familiar feeling of being pushed into his seat by the full power of the F-16’s engine, the pilot later told Air Force officials that he suddenly felt “like the jet just…stopped midair.”
Deep inside the F-16’s Pratt & Whitney F100 engine, two fan blades had broken loose, causing “catastrophic engine damage and a significant loss of thrust.” A camera mounted on the F-16 captured the moment of failure as an explosion of fire from the plane’s engine.
The pilot was not just a member of the elite Thunderbirds, but was one of two pilots on the team experienced and trusted enough to be chosen as a “solo” performer at the team’s airshows, and for the next four minutes he fought to keep the dying jet in the air. He swooped lower to keep his speed up, flew down a valley to avoid higher terrain, and, running through emergency checklists, managed to restart the engine.
But it offered no thrust and four minutes after he’d felt the plane “stop” in midair, and just 400 feet above the ground, he announced on the team’s radio: “ejecting.”
The plane crashed four seconds later in a fireball captured by a camera on a second Thunderbird following close behind. The pilot landed safely under a parachute and waved to his Thunderbird wingman who buzzed overhead. The $33 million jet was completely destroyed.
Two crashes, same ‘blind spot’ in engine
A final report of an Aircraft Investigation Board’s review of the Thunderbird crash released Monday cleared the plane’s pilot, the mechanics who worked on the plane, and the Thunderbird leaders who approved the flight and oversee safety of the demonstration squadron from any blame in the mishap.
“Before the flight, [Thunderbird] personnel performed all required inspections, documentation, and servicing,” wrote Col. J.C. Brooks, the board’s president. “The pilot was current, qualified, medically fit, and performed appropriate actions. The scheduled mission was supervised correctly and released by pertinent authorities.
Instead, Brooks said, the plane had been brought down by three failed fan blades, or vanes, in a spot so far inside the engine that maintainers never inspect them, even with advanced tools during major inspections. “The cause of the mishap was three misaligned, or turned, variable vanes in the 4th and 5th stages of the MA engine’s compressor section,” Brooks wrote. “One 5th stage compressor blade and one 6th stage compressor blade failed due to high cycle fatigue and separated during flight, causing catastrophic engine damage and a significant loss of thrust, thereby making sustained flight impossible.”
The Thunderbird crash was the second time in less than two years that similar failures in the Pratt & Whitney engine were found to have caused an F-16 to crash. An F-16 at Holloman Air Force Base, New Mexico, crashed in April 2024 after a fan blade in the same spot inside its engine also broke free, causing catastrophic damage that left the jet’s pilots with no option but to eject.
At the center of both crashes is a unique section on the F-16’s engine that the 2025 Holloman report called a “blind spot.” When operating, the Pratt & Whitney F100 produces thrust by heating and accelerating air through 13 fans, or stages, pushing super-heated exhaust out the plane’s rear to power it forward. Each stage is made up of hundreds of steel fan blades and vanes, which operate under extreme temperatures and forces.
According to both of the accident reports, Air Force maintaince crews have little trouble inspecting and reparing the first four stages at the front of the plane and can check the 7th through 13th stages from the rear of the plane or by using special scope cameras inserted through access ports, or “APs,” along the engine.
“These APs provide limited borescope views of the 2nd, 3rd, 4th, 7th, 8th, 12th, and 13th stages of engine compression, as well as the combustion chamber,” the report found.
But Stages 5 and 6 are inaccessible to mechanics during routine maintenance checks, and “no APs exist which enable comprehensive inspection of the 5th and 6th stages of the engine core module,” the report said.
Those two stages, investigators said, can only be checked during major overhauls, when the entire engine is removed from the plane.
Investigators who examined the wreckage of both the Holloman F-16 and the Thunderbirds jet found that fan blades in Stage 5 had failed, along with one in the 6th stage on the Thunderbird plane, with no chance that local mechanics could have spotted the flaws before they flew.
Neither investigation was able to determine when the damage within the hidden sections had initially occurred.
