And another F4 accident here:
https://aviation-safety.net/wikibase/68261 Both this and the accident ORAC refers to above involved CFIT rather than disorientation. Sadly, both also involved friends. As did the Lightning incident -the gentleman concerned told me the squadron boss asked why the hell he had pulled 10G. "Because I couldn't f****** pull any harder!" was the reply. I also recall someone on the F4 OCU at Coningsby in the 70s getting the nose buried at high speed doing ACT and having a similar experience with a high G recovery. Again, the difference from this sad F15 event is that it was recognised early, at altitude, and not at the last minute.
I am still left wondering about experience, environment and workload...