Originally Posted by
Dune
I instructed on this jet 35 years ago so let me set a few things straight (those things I can remember!). I also want to say there are those of us who have been there/done that and for those who are "armchair quarterbacks" ..... IT IS EASY TO CRITICIZE WHEN YOU ARE SITTING BEHIND A DESK DOING ZERO KNOTS. You have no idea how rapidly situations develop and how quickly you need to make split-second decisions of life and death. Everything below is pure speculation.
- seat is a 0/60 seat (ground level but requires minimum 60 kts forward velocity to assist with 1-swing chute inflation). Optimal glide speed is 130 kts.
- each ejection seat sequence is independent. First one to the handles is the 1st one out.
- canopy shed is part of the process prior to going up the rails. The seat has a ram in case the canopy removal does not trigger so you can go through the canopy if it does not release.
- there is no gyro-stabilization; straight rocket vector so a/c angle and trajectory is the most important factor in a successful ejection.
Ejection sequence:
- pull the handles/slam your head back into the headrest as the belt tensioner will pull you back into the seat (you do not want your head down when the rocket fires due to neck injury).
- canopy release fires; hopefully canopy separates (otherwise you are going though the canopy with the ram leading the way)
- rocket seat initiates up the rails
- seat drogue fires to provide drag to the seat to help with man/seat separation.
- seat/man separator fires . This releases the 5-point harness and a "kicker" pushes the body/seat pack (which contains the survival equipment) out of the seat.
- as you exit the seat a lanyard is attached to the harness which initiates chute deployment
I have looked at the video many times. It appears to me there was an engine issue (single engine jet) at low velocity at low altitude (my worst nightmare when I flew this type). Could be bird ingestion, compressor stall or engine failure.
Initial reaction (straight ahead zoom) was perfect but for some reason the pilot elected to commence a left turn. This is sub-optimal as in a single engine jet you want to maximize kinetic energy for potential energy (any turn reduces the amount of kinetic-to-potential energy you have). This jet was in a very low kinetic energy state to begin with so a wings level zoom was optimal.
Looking at the google map data provided by other it appears the left turn actually took the jet towards population whereas straight ahead was nothing but a river. This indicates to me he was not steering from population so what was his plan? I suspect he thought about a 180 degree gliding return back to the airport.
It appears to me as he hit the top of zoom he stalled the a/c initiating a right wing drop. At this point he needed to get the a/c level to best achieve successful ejection so rolled as best he could towards wings level. Unfortunately the vector at this point was well beyond the seat envelope. He is very fortunate to have survived while the passenger (who initiated fractionally later) was not so fortunate.
Since you and a former leader have commented perhaps I could add something further based on real life experience on a similar jet albeit over 40 years ago.
Having trained and instructed ( and ejected from) a very similar jet, the Jet Provost 3 and 4 I agree wholeheartedly with your comments.
We do not know if the power loss was total or partial, if partial then the decision to turn back MAY well have been justified, if total, not so sure
That said, what no one has mentioned is the fact that the top of the zoom, if the handling pilot was in the right seat he would probably have his view of the runway, which he would need to asses the situation and his decisions, obstructed by the left seat occupant.
There is a good chance he would be leaning forward to get that vital view of the runway. So, low speed, turning, lots of bank, perhaps a touch of back stick to help the Tighten turn and off it went into a spin, which I would suggest, from experience of a lot of spinning in the JP as a QFI was totally unrecoverable from such low height. Attempting a recovery in that situation is futile and immediate ejection the ONLY option before you get out of the seat’s envelope in the worst situation, ejecting at low level from a descending aircraft, where you need an additional height of at least 10% of your ROD.
I really do deeply sympathise with that crew, I know from experience that the time from pulling the handle to the seat moving, seems an eternity. God knows what it was like at low level in a steep dive.
One of my IOT colleagues was killed at Leeming after a low level power loss, the instructor survived ( Martin Baker Mk 4 seat, 0- 80 Knots) the student did not, he was still in the jet when it hit the ground, so this accident brings back sad memories.