Phantom drag chute
Thread Starter
Join Date: Sep 2008
Location: Lincolnshire UK
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Phantom drag chute
Can anyone point me in the right direction of where to find phantom drag chute packing instructions or AP, we have a chute at Bruntingthorpe which requires repacking.
If we ran out of fresh chutes on the line we used to just put them back in the container. Not try to repack them in the bag - just put them back in the aircraft. Done slighty scientifically and making sure that the spring drougue thing went in last.
None of mine failed to stream!
None of mine failed to stream!
Join Date: Aug 2007
Location: Rubber boat shed
Age: 84
Posts: 50
Likes: 0
Received 0 Likes
on
0 Posts
Phantom drag chute
I have a set of packing notes for you . please PM with the address that you would like me to send them to and I will get them in the post early next week
Please note that these instructions are for the Brit version (white canopy) the only difference being way that the rigging lines are attached.
Join Date: Aug 2007
Location: Rubber boat shed
Age: 84
Posts: 50
Likes: 0
Received 0 Likes
on
0 Posts
This from the PpRuNe threads many moons ago . . .
"spookcxi -
9th Jun 2012, 23:59
RAF F4 drag chute was a bag type held in a dedicated bay under the fin. The bag strop shackle was held by spring loaded mechanical jaws. To fit the chute you balanced the chute on its drogue end on top of the steps on which you balanced. Hold the strop shackle in the left thumb and push it into the bay up to the closed spring loaded jaws which you opened by pulling the manual jaw release with index and middle finger of the left hand, trying not to drop the shackle. Push the shackle in with the thumb and let the jaws close, giving the strop a good tug to make sure it was secure. Pull the strop tight and then push the chute bag in with the right hand on top of the strop lying along the floor of the bay. Push the loose strop up the side of the chute and prepare to close the door.To close the door one had to haul on the door by using the right hand hooked into the door breather hole just under the rear most navigation light to pull the door against a pneumatic piston, to meet the fuselage. The door was closed by pulling it tight against the fuselage and at the same time pushing up and then down on a T bar just under the door on the fuselage side that opened and then closed a set of jaws onto a latch pin on the chute door. Before any of this one had to ensure that the small indicator tag was held in a small indentation and that the chute bag had been fitted the right way up so the long cable 'remove before flight' streamer could be pulled out. Once the T bar had been pulled and the door held, pull the streamer out, priming the drogue chute, then go into the front cockpit to make sure the door release handle on the left side of the seat was 'down'. On landing the pilot pulled this handle up, opening the door and releasing the spring loaded drogue chute, that pulled the main chute out. At the end of the runway the pilot then turned the jet and pushed the handle down opening the jaws and releasing the chute strop thus dropping the whole chute using the idle RPM to blow the chute clear. The increase in revs heard was due to the pilot increasing power to turn his aircraft back onto the taxiway as by now he would be on the left hand engine only. Most F4 aircrew were told that spins in the F4 were unrecoverable and to eject whenever entering a spin, especially the dreaded flat spin. I have no knowledge of an RAF F4 ever coming out of a spin by using the drag chute; its easier to replace an aircraft than two precious aircrew who could live and tell the tale later."
Hope this sheds a little light?
"spookcxi -
9th Jun 2012, 23:59
RAF F4 drag chute was a bag type held in a dedicated bay under the fin. The bag strop shackle was held by spring loaded mechanical jaws. To fit the chute you balanced the chute on its drogue end on top of the steps on which you balanced. Hold the strop shackle in the left thumb and push it into the bay up to the closed spring loaded jaws which you opened by pulling the manual jaw release with index and middle finger of the left hand, trying not to drop the shackle. Push the shackle in with the thumb and let the jaws close, giving the strop a good tug to make sure it was secure. Pull the strop tight and then push the chute bag in with the right hand on top of the strop lying along the floor of the bay. Push the loose strop up the side of the chute and prepare to close the door.To close the door one had to haul on the door by using the right hand hooked into the door breather hole just under the rear most navigation light to pull the door against a pneumatic piston, to meet the fuselage. The door was closed by pulling it tight against the fuselage and at the same time pushing up and then down on a T bar just under the door on the fuselage side that opened and then closed a set of jaws onto a latch pin on the chute door. Before any of this one had to ensure that the small indicator tag was held in a small indentation and that the chute bag had been fitted the right way up so the long cable 'remove before flight' streamer could be pulled out. Once the T bar had been pulled and the door held, pull the streamer out, priming the drogue chute, then go into the front cockpit to make sure the door release handle on the left side of the seat was 'down'. On landing the pilot pulled this handle up, opening the door and releasing the spring loaded drogue chute, that pulled the main chute out. At the end of the runway the pilot then turned the jet and pushed the handle down opening the jaws and releasing the chute strop thus dropping the whole chute using the idle RPM to blow the chute clear. The increase in revs heard was due to the pilot increasing power to turn his aircraft back onto the taxiway as by now he would be on the left hand engine only. Most F4 aircrew were told that spins in the F4 were unrecoverable and to eject whenever entering a spin, especially the dreaded flat spin. I have no knowledge of an RAF F4 ever coming out of a spin by using the drag chute; its easier to replace an aircraft than two precious aircrew who could live and tell the tale later."
Hope this sheds a little light?
'Most F4 aircrew were told that spins in the F4 were unrecoverable and to eject whenever entering a spin, especially the dreaded flat spin. I have no knowledge of an RAF F4 ever coming out of a spin by using the drag chute'
Absolutely not: a) we were never so instructed as the F4 had a very good spin recovery outcome (except for the unrecoverable flat spin) and b) most of the spins recovered were via use of the chute as this was part of the standard spin recovery technique. The drill was to reduce AOA whilst centralising ailerons and rudder, throttles to MIL power range, then deploy the chute, extend the RAT and then if still out of control, stick fully forward and full in-spin aileron.
Absolutely not: a) we were never so instructed as the F4 had a very good spin recovery outcome (except for the unrecoverable flat spin) and b) most of the spins recovered were via use of the chute as this was part of the standard spin recovery technique. The drill was to reduce AOA whilst centralising ailerons and rudder, throttles to MIL power range, then deploy the chute, extend the RAT and then if still out of control, stick fully forward and full in-spin aileron.
F4 drag chute - spin recovery
An F4 of 29 Squadron recovered from a spin by deploying the drag chute. The only irrecoverable spin was the flat spin. No Phantom aircrew were told to eject if they got into a spin, only that if they passed 10,000 feet there was insufficient height to recover as you probably had to relight both engines.
Thread Starter
Join Date: Sep 2008
Location: Lincolnshire UK
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Thanks to you all
Thanks, all for your help. Special thanks to Ancient Squipper who took the time out to copy and send me his chute packing notes. These are exactly what I started off trying to find and will now be put to good use.
