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Posted: 11/2/2009 2:19:58 PM EST
Man Accidentally Pulls Eject Lever While Flying in Jet

Monday, November 02, 2009


A passenger enjoying a civilian joyride accidentally cut the trip short when he ejected himself from the plane after grabbing the eject lever while trying to brace himself.

The passenger, who was flying in a Pilatus PC-7 Mk II with an air force pilot friend, The Daily Mail reported.

He was instantly blasted 320-feet into the sky by the rocket-powered chair, before floating to the ground with an automatic parachute, the paper reported.

Air Force officers quickly deployed a helicopter to retrieve the passenger after his fall 80 miles south of Cape Town, South Africa.

The pilot of the craft, Captain Gerhard Lourens, is a long-time member of the Silver Falcons air force air display team, according to The Daily Mail.
Link Posted: 11/2/2009 2:20:19 PM EST
Link Posted: 11/2/2009 2:20:59 PM EST
DAYAM !!!!!!!!!!
Link Posted: 11/2/2009 2:21:20 PM EST
Hope the Air Force grabbed another pair of pants before they went to get him.
Link Posted: 11/2/2009 2:21:50 PM EST
Individual ejection seats? Or did the pilot also eject?
Link Posted: 11/2/2009 2:23:25 PM EST
Those wacky South Africans!
Link Posted: 11/2/2009 2:24:03 PM EST
Well he got the ride of a lifetime, those seats are pricey though!

There have been many USAF personnel on "incentive rides" in F-16s who've ended up punching out after engine failure. At least one was into the North Atlantic, that had to suck. For anybody getting a ride, pay close attention to the ejection seat training.
Link Posted: 11/2/2009 2:24:06 PM EST
Originally Posted By Keith_J:
Individual ejection seats? Or did the pilot also eject?


I was wondering about this...did the plane land safely???

Link Posted: 11/2/2009 2:24:15 PM EST
I bet that's an expensive fuck up.
Link Posted: 11/2/2009 2:24:30 PM EST


Link Posted: 11/2/2009 2:24:33 PM EST
That's not gonna be cheap! Sounds like he either didn't get a proper pre-flight orientation or he wasn't paying enough attention!
Link Posted: 11/2/2009 2:24:47 PM EST


maybe he wanted to win a bet?





Link Posted: 11/2/2009 2:25:05 PM EST
Ejection handle must not be safety-pinned in that bird.
Link Posted: 11/2/2009 2:25:12 PM EST
Link Posted: 11/2/2009 2:25:17 PM EST
Premature ejection, how embarrassing
Link Posted: 11/2/2009 2:25:34 PM EST
holy shit. biggest whoops ever
Link Posted: 11/2/2009 2:27:41 PM EST
Ejections can be rough, right?

He was lucky to survive it.
Link Posted: 11/2/2009 2:28:46 PM EST
That had to be a hell of a feeling being sent straight up out of the plane and watching it fly off and leave you. Once the shock wore off, and him realizing what he had done, he was wishing they wouldn't come back and find him.
Link Posted: 11/2/2009 2:29:33 PM EST
This is right out of an episode of JAG.

Admiral Chegwidden accidentally ejects himself from a Tomcat. Not a joyride...
Link Posted: 11/2/2009 2:30:10 PM EST
Picture of plane


Link Posted: 11/2/2009 2:31:39 PM EST
[Last Edit: 11/2/2009 2:33:57 PM EST by scottMO]
Anyone else think it might not have been an "accident"?

Getting to ride in a jet fighter–– pretty rare.
Joining the "Martin-Baker" club, extremely rare...

scottMO

Edited–– After seeing the picture of the plane, prob an accident...
Link Posted: 11/2/2009 2:33:50 PM EST
Originally Posted By Keith_J:
Individual ejection seats? Or did the pilot also eject?


I got a ride in an F-4 back in the'70's. If I'm not mistaken, there was a selector switch on the right (or was it the left?) that allowed you to fire one or both seats.

Link Posted: 11/2/2009 2:33:53 PM EST
Originally Posted By capnrob97:
Ejections can be rough, right?

He was lucky to survive it.


About a 97% chance of survival, or at least it was with the USAF Martin-Bakers.

Pretty good odds, as long as you don't compress your spine by punching out under negative Gs.
Link Posted: 11/2/2009 2:34:01 PM EST
Originally Posted By krpind:


laughing at your own post is best done with your troll account, n00b.

TRG
Link Posted: 11/2/2009 2:34:08 PM EST
[Last Edit: 11/2/2009 2:37:29 PM EST by Taft]
I believe this is an image of the plane.



South African Air Force Display Team
Link Posted: 11/2/2009 2:34:24 PM EST
Link Posted: 11/2/2009 2:35:36 PM EST
Link Posted: 11/2/2009 2:35:59 PM EST
I have always assumed, I guess, that if one ejects, they both automatically eject.
Link Posted: 11/2/2009 2:37:19 PM EST

Originally Posted By GilenusX207:
Hope the Air Force grabbed another pair of pants before they went to get him.

It's OK. The force of ejection and chute probably cleared his pants of everything but a lingering odor.
Link Posted: 11/2/2009 2:37:25 PM EST
Link Posted: 11/2/2009 2:37:41 PM EST
Ooops
Link Posted: 11/2/2009 2:38:54 PM EST





http://www.safetycenter.navy.mil/media/approach/issues/marapr04/IveLostMyRIO.htm

I've Lost My RIO

by Lt. Geoff Vickers
My squadron and air wing were detached to NAS Fallon, Nevada, for strike training. Most of us attended lectures all day, but I was tasked with giving the battle-group-air-warfare commander an orientation flight in the F-14D. As skipper of the cruiser in charge of the battle group's air defenses, he had been spending time with the air wing to better understand how we conduct our missions. He had observed a number of the strike events through the tactical-air-combat-training system (TACTS) replays, and he had flown with the E-2C and EA-6B squadrons. He was proud that the Prowler guys hadn't been able to make him sick.

My job was to demonstrate the Tomcat's performance and tactical capabilities. Though this flight was my first without a qualified radar-intercept officer (RIO) in the back seat, I had flown with a number of aviators who had very little Tomcat experience.

The captain arrived at the squadron a half-hour before the brief to receive his cockpit-orientation lecture and ejection-seat checkout. Once in the ready room, we briefed the flight with our wingman. I covered the administrative and tactical procedures in accordance with our squadron's standard-operating procedures (SOP).

I told the captain that after the G-awareness maneuver, we would do a quick inverted check to verify cockpit security. Looking back, I should have recognized his anxiety when he mocked me and said, "Just a quick inverted check?" then laughed. I didn't realize hanging upside down with nothing but glass and 11,000 feet of air separating you from the desert floor might not be the most comfortable situation in the world for a surface-warfare officer.

I continued the brief and told the captain we would do a performance demo and a couple of intercepts, followed by tanking from an S-3. I told him if, at any point, he felt uncomfortable, we would stop whatever we were doing, roll wings level, and take it easy. I was determined to avoid the temptation to intentionally make him sick and uncomfortable.

The start, taxi, and takeoff were normal. We joined with our lead and did the standard clean-and-dry checks. We pressed into the working area and assumed a defensive combat-spread formation in preparation for the G-warm. I told him what was happening, and he seemed to remember the sequence of events from the brief. After we completed the checks, I asked him, "Are you ready for the inverted check? Do you have everything stowed?"

"All set" was the last thing I heard him say.

I checked the airspeed and confirmed it was above the 300 knots recommended to do the check, and I rolled the aircraft inverted. I decided not to really put on a lot of negative G and unloaded to about .3 to .5 negative G's-just enough to make anything float that wasn't stowed properly. If he was uncomfortable in such a benign maneuver, it would be better to find out then, rather than when we were racing toward the earth during a radar-missile defense.

As I started to push on the stick, I heard a loud pop, followed by a roar. The cockpit filled with smoke, and we suddenly lost cabin pressure. I first thought a catastrophic environmental-control system (ECS) had failed. I said to myself, "This is new. I've never even heard of something like this happening."

Time compression turned the next few seconds into an eternity. I knew the first thing I had to do was to roll the jet upright and assess the situation. About three seconds after the first indication of a problem, I had the jet upright and knew exactly what had happened.

I transmitted, "Lion 52. Emergency, my RIO just ejected."

I was yelling into the mic, thinking I would have to make all the calls in the blind. I never would have thought I easily could communicate with all the noise of flying at 320 knots without a canopy.

As I turned the jet to try and get a visual of my wayward passenger, Desert Control asked, "Understand your wingman ejected?"

"Negative, my RIO ejected. I'm still flying the plane."

"OK. Understand your RIO ejected. You're flying the plane, and you're OK?"

I almost said I was far from OK, but I just told them I was all right, except I was flying a convertible. I was relieved to see a good parachute below me, and I passed this info to Desert Control. Very quickly after the emergency call, an FA-18 pilot from the Naval Strike and Air-Warfare Center, who also was in the area, announced he would take over as the on-scene commander of the search-and-rescue (SAR) effort.

I told my wingman to pass the location of the captain because I could not change any of my displays. Once my wingman started to pass the location, I started dumping gas and put the needle on the nose back to NAS Fallon.

One of our air-wing SH-60s was in the area and responded, along with the station's UH-1N. The captain was recovered almost immediately and transported to the local hospital for treatment and evaluation.

The only F-14D boldface procedures for a canopy problem include placing the canopy handle in "boost close" position and then moving the command eject lever to "pilot." Obviously, the canopy already was gone, so that lever action didn't apply, and, if the command-eject lever wasn't already in "pilot," as briefed, I also would have been ejected.

I slowed the aircraft and lowered my seat because that's what I remembered from the rest of the steps in the checklist. However, after sitting at eye-level with my multi-function display for about 30 seconds, I thought it would be more prudent to see outside, so I raised my seat. Slowing the aircraft had little affect on the windblast, but, as long as I leaned forward, the wind hit only my shoulders. Because it was very cold at altitude, I decided to return quickly to base, but I needed to watch my airspeed since the ejection had occurred.

The PCL says to fly less than 200 knots and 15,000 feet and to complete a controllability check for the loss of the canopy, but I never pulled out my PCL to reference it. I figured with the way my day was going, I'd probably just drop my PCL down an intake and complicate my problems. In retrospect, I should have requested my wingman break out his checklist and talk me through the steps. Though this practice of having a wingman assist is common in single-seat communities, Tomcat crews tend to forget this coordination technique is a viable option.

I did consider the controllability check, and I directed my wingman to check for damage to the vertical stabilizers-she found none. The faster I got on deck, the faster I would get warm.

I slowed to approach speed in 10-knot increments at about 3,000 feet AGL and had no problems handling the jet. As I approached the field, I was surprised at how quiet it got. The noise was only slightly louder than the normal ECS roar in the Tomcat. I'll admit I felt silly saying the landing checklist over the ICS when no one else was in the cockpit, but I didn't want to risk breaking my standard habit patterns.

The landing was uneventful, and, when I pulled back into the line, I was surprised to find how many people had come out to see the spectacle. The magnitude of the situation finally set in when my skipper gave me a hug after I got out of the jet.

The captain and I were very fortunate: All of the ejection and aviation-life-support-systems (ALSS) equipment functioned as expected. Our PR1 had taken the time to properly fit the captain, using components from three different sets of flight gear. This action caused a problem after the mishap-getting everyone's gear replaced-but it renewed my faith in our escape systems. A 48-year-old man ejected from the jet when it was inverted, at negative .5 G's, at 320 knots, and the only injuries he had were two minor cuts to his face.

After talking to the captain at the O'Club later that night, I realized I better could have briefed elements of the flight. Though I covered all of the details, I didn't fully consider his perspective. He said he didn't know where to put his hands. Consequently, he just left them in loosely clenched fists on his lap, about two inches away from the ejection handle. It never occurred to me that someone would not know what to do with his hands. Obviously, I fly with the stick and throttle in my hands 95 percent of the flight, but I failed to consider his situation.

The mishap board surmised that, during the inverted maneuver, he must have flinched when he slightly rose out of the seat and pulled the ejection handle. Now, before any brief, I try to place myself in the other person's shoes (even if they are black shoes) and imagine what the flight will be like for him. Whether it is the person who never has flown a tactical aircraft before or just the nugget pilot who never has flown with NVGs, remembering what it was like when I was unfamiliar with the environment will prevent this type of mishap from recurring.
Link Posted: 11/2/2009 2:40:26 PM EST

Originally Posted By VACaver:
Originally Posted By Keith_J:
Individual ejection seats? Or did the pilot also eject?


I got a ride in an F-4 back in the'70's. If I'm not mistaken, there was a selector switch on the right (or was it the left?) that allowed you to fire one or both seats.

There was indeed at least on F-4s. I'm pretty sure most 2 seat airplanes have a "pilot eject" selector, and that the default position is "off".

Link Posted: 11/2/2009 2:41:27 PM EST
Originally Posted By Zippy_The_Wonderdog:
I have always assumed, I guess, that if one ejects, they both automatically eject.


Nope. I remember a local news man getting a ride with The Blue Angels a few years back. They filmed the entire training class he had to go through before take off. When they got to the ejection seat part I got a big laugh. The pilot was explaining the operation of the ejection seat to him and why it might have to be used. He told him "If some thing goes wrong, I will say loudly into the mic EJECT EJECT EJECT, you are to pull your ejection seat handle while I am still saying this. If you have NOT pulled your ejection seat handle by the time I have said EJECT the third time, you will see a red flash. THAT will be ME leaving and you're on your own."

Link Posted: 11/2/2009 2:41:49 PM EST
Originally Posted By TheRedGoat:
Originally Posted By krpind:


laughing at your own post is best done with your troll account, n00b.

TRG


You're my troll acco...oh nevermind. You're my bitch. I sometimes forget which is which.
Link Posted: 11/2/2009 2:42:01 PM EST
I bet he was a member here, and took what everyone was telling him about his marriage literally!

OMG IT'S OUR FAULT!!!
Link Posted: 11/2/2009 2:42:11 PM EST
Link Posted: 11/2/2009 2:42:18 PM EST
Originally Posted By Keith_J:
Individual ejection seats? Or did the pilot also eject?
They both went out... the passenger was sitting on the pilot's lap.

Link Posted: 11/2/2009 2:59:02 PM EST
A hell of a birthday ride.
Link Posted: 11/2/2009 3:02:08 PM EST
SWEET!!



Link Posted: 11/2/2009 3:02:35 PM EST
Originally Posted By omega62:
Ejection handle must not be safety-pinned in that bird.


I also thought the ejection seat would be secured in a manner that would prevent a passenger in a demo flight from ejecting by accident or for shit and giggles. But I know jack shit about fighters.
Link Posted: 11/2/2009 3:02:44 PM EST
Link Posted: 11/2/2009 3:05:27 PM EST
Originally Posted By 2A373:
http://img265.imageshack.us/img265/1118/f14g.jpg




http://www.safetycenter.navy.mil/media/approach/issues/marapr04/IveLostMyRIO.htm

I've Lost My RIO

by Lt. Geoff Vickers
My squadron and air wing were detached to NAS Fallon, Nevada, for strike training....



Fuckin' priceless!


Link Posted: 11/2/2009 3:13:20 PM EST

Originally Posted By lostnswv:
Originally Posted By omega62:
Ejection handle must not be safety-pinned in that bird.


I also thought the ejection seat would be secured in a manner that would prevent a passenger in a demo flight from ejecting by accident or for shit and giggles. But I know jack shit about fighters.
Airplanes with ejection seats are equipped with them for a reason. Under no circumstances do you go flying with an occupied seat that is "safed". Believe it or not there are situations where that seat may need to be used to save their life, and you can't partially disable most seats, they work or they don't. If you can't be trusted to keep your dick beaters off the bang handle, you shouldn't be riding.

Link Posted: 11/2/2009 3:20:40 PM EST
Originally Posted By Chairborne:

Originally Posted By lostnswv:
Originally Posted By omega62:
Ejection handle must not be safety-pinned in that bird.


I also thought the ejection seat would be secured in a manner that would prevent a passenger in a demo flight from ejecting by accident or for shit and giggles. But I know jack shit about fighters.
Airplanes with ejection seats are equipped with them for a reason. Under no circumstances do you go flying with an occupied seat that is "safed". Believe it or not there are situations where that seat may need to be used to save their life, and you can't partially disable most seats, they work or they don't. If you can't be trusted to keep your dick beaters off the bang handle, you shouldn't be riding.



Wow...trying to think back 35 years is a bitch. The Martin Baker seat in F-4's had 7 pins (I think it was 7) that had to be checked in place before I could even think about crawling in the seat to work on either the drogue or main parachute.

Link Posted: 11/2/2009 3:23:53 PM EST
oops
Link Posted: 11/2/2009 3:25:00 PM EST

Originally Posted By VACaver:

Wow...trying to think back 35 years is a bitch. The Martin Baker seat in F-4's had 7 pins (I think it was 7) that had to be checked in place before I could even think about crawling in the seat to work on either the drogue or main parachute.


You've got a good memory old man. It's been nearly 15 years for me but yes, there were 7 total pins/safety devices. I could still list them from memory. I spent the vast majority of my first three years in the AF in that rear cockpit. After we had a crew chief ejected and killed on the ground (with all 7 devices in place) I was a lot more wary of that seat though.
Link Posted: 11/2/2009 3:25:51 PM EST
Originally Posted By Chairborne:

Originally Posted By lostnswv:
Originally Posted By omega62:
Ejection handle must not be safety-pinned in that bird.


I also thought the ejection seat would be secured in a manner that would prevent a passenger in a demo flight from ejecting by accident or for shit and giggles. But I know jack shit about fighters.
Airplanes with ejection seats are equipped with them for a reason. Under no circumstances do you go flying with an occupied seat that is "safed". Believe it or not there are situations where that seat may need to be used to save their life, and you can't partially disable most seats, they work or they don't. If you can't be trusted to keep your dick beaters off the bang handle, you shouldn't be riding.



A lot of the old Century series fighters (F-100 Super Sabre, F-105 Thunderchief, etc) had safety pins in the seats which remained in place during flight and had to be pulled prior to initiation of an actual ejection sequence.

Link Posted: 11/2/2009 3:25:52 PM EST
Oops....
Link Posted: 11/2/2009 3:28:45 PM EST
We had a patch it a hanger roof from a mechanic that wasn't all that careful about securing the ejection seat before climbing in.

Some poor kid punched out of a plane on display at the Willow Grove air show a few years back too.
Link Posted: 11/2/2009 3:29:15 PM EST

Originally Posted By omega62:
Originally Posted By Chairborne:

Originally Posted By lostnswv:
Originally Posted By omega62:
Ejection handle must not be safety-pinned in that bird.


I also thought the ejection seat would be secured in a manner that would prevent a passenger in a demo flight from ejecting by accident or for shit and giggles. But I know jack shit about fighters.
Airplanes with ejection seats are equipped with them for a reason. Under no circumstances do you go flying with an occupied seat that is "safed". Believe it or not there are situations where that seat may need to be used to save their life, and you can't partially disable most seats, they work or they don't. If you can't be trusted to keep your dick beaters off the bang handle, you shouldn't be riding.



A lot of the old Century series fighters (F-100 Super Sabre, F-105 Thunderchief, etc) had safety pins in the seats which remained in place during flight and had to be pulled prior to initiation of an actual ejection sequence.

Please excuse my absolute disbelief of that claim unless you have some documentation. I worked F-4s and U-2s, both of which date from the same era as the century series and I promise you those pins all have "remove before flight" streamers attached for good reason. In many (most even) cases, you have seconds to pull that handle/lever and don't want to be fiddle fucking around with pins and streamers.

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