I got to an ejection seat aircraft very late in my career (after 16 years and thousands of helo hours) and it took an effort to translate out of the "ride it down" mentality. You have to make a commitment to the handle before you walk to the bird.
Technically, with the new PSE chutes, I've had to bump the numbers up 500 feet, as you could jump at 500 with the old chutes, and 1000 is now the minimum for the PSE..
In P-3 land minimum recommend altitude for bailout is 3000 and should not be attempted below 1000. .
Given MB is an E-2 bubba, bailout. I have no idea about fleet a/c ejection seat envelopes, though I remember the T-6 was 0/0 rated. In P-3 land minimum recommend altitude for bailout is 3000 and should not be attempted below 1000. NATOPS doesn't say what spawned these minimum numbers.
It should be noted that all "0/0" ejection seat ratings are predicated on a third "0", that being "0 sink rate" (neg. VS). A -sink rate will increase min. ejection altitude to >0' depending upon rate of sink. :idea_125:
BzB:sleep_125
Much like ejection envelopes, if it's so bad you have to leave and waited below the min you might as well give it a shot. :0
Given MB is an E-2 bubba, bailout. I have no idea about fleet a/c ejection seat envelopes, though I remember the T-6 was 0/0 rated. In P-3 land minimum recommend altitude for bailout is 3000 and should not be attempted below 1000. NATOPS doesn't say what spawned these minimum numbers.
If you were in the final turn in a 0/0 seat in the T-6 and on parameters (30 AOB, 6-800 FPM VSI), you were out of the envelope. Good luck was all we were told by our aviation physiologists and IPs.
S-3 in the mid '80s. Dumbshit pilot and shit hot NFO in the copilot's seat. They are on a back in the saddle flight after some post cruise leave. The pilot is running through a stall series, or rather approach to stall, as full stalling jets for fun isn't done so often. He turns it over to the NFO to fly some high alpha stuff but isn't satisfied with the aggressiveness of the NFO. Did I say the guy in the copilot's seat was a NFO, as in not a pilot? So dumbshit pilot (a nugget who joined mid cruise) takes the aircraft to show him how it is done. He promptly horses the aircraft into a departure and post stall gyrations. He thinks it is spinning. The S-3 had never been spun. Test pilots couldn't make it spin and everyone knew that. The pilot puts in anti spin controls and the aircraft tightens into a spiral. The NFO is yelling at him, telling him it isn't spinning, telling him to let go of the controls. Dumbshit is frozen on the controls. So, going through 10K the NFO saves their lives. Once the dumbshit's hands are removed from the stick via Douglas Escapac, the aircraft levels out and flies for quite some time, eventually "landing" wings level, shallow rate of decent, into the ocean. All was witnessed by a retired USAF pilot flying a Lear jet providing run in targeting for SWOs. The Lear called in the SAR before they ejected because he saw it go from post stall gyrations to the tight spiral and figured the pilot had it all wrong. The Lear flew form on the crewless Viking until it settled into the water to ensure safety. Both crew were rescued within minutes, no harm. If ever there is proof of poor monkey skills it is when the plane flies just fine after the pilot has been ejected....Also makes me wonder about those times the aircraft kept flying after the Pilot punched out. oops?
or a helicopter pilot.especially if he's an LSO
Is there anyone on this board thats had to take that ride. Im curious their perspective on that oh shit moment. Also makes me wonder about those times the aircraft kept flying after the Pilot punched out. oops?