full-pressure (i.e. a space suit) or partial-pressure?
Did the bang seat ride in '63 (seem to remember that the time delay of .5 sec before the seat fired seemed to last forever!!), and the 2 Lightning runs above in '65 and '66. But the Phantom run in '68 was to 56 k but only for 8 seconds as opposed to the Lightning runs which held the height for 30 seconds.
I don't own this space under my name. I should have leased it while I still could
CJ, I only had 48K in '69. There is no duration quoted just that we went from 22.5 to 48 in 3 seconds.
Being curious and also memory-challenged, I too have checked my logbook. I see that pre Gnat we did a rapid decompression to 48K and held for 30secs and pre Lightning the rapid decompression was from 27K to 56K in 3 secs but no record of the 'hold'. I assume though that it must have been for around 30secs so that we could practise our pressure breathing. A few years later I experienced a full pressurisation failure at 56K whilst carrying out an air test. Fortunately it was not of the explosive variety so I was already in a rapid descent by the time the pressurisation had failed completely and I remember at the time that I was not really aware of the pressure breathing - a healthy shot of adrenalin works wonders!.
In a pathetic attempt to match the very big numbers being quoted here from various logbooks I consulted mine (ex Hercs). I really shouldn't have, but at least it shows the vast range that North Luffenham dealt in.
"March 1968 ASC Aviation Med Course, Rendered Hypoxic R/D 8K-35K/30 secs-Satis."
Grow Bags sufficed!
"March 1968 ASC Aviation Med Course, Rendered Hypoxic R/D 8K-35K/30 secs-Satis."
Grow Bags sufficed!
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[QUOTE=Pontius Navigator;10198670]Hence my TiC that the aircraft rejected him rather than ejected.
I have the Martin Baker ejection seat firing cartridges from this accident and they were both fired, so crew ejected.
I have the Martin Baker ejection seat firing cartridges from this accident and they were both fired, so crew ejected.
I don't own this space under my name. I should have leased it while I still could
I recall doing preflight checks with Vulcan crews at Waddo in the mid 60s when the maximum number of PB 'toggle downs' was, I think, 3. If an effective seal could not be achieved and the white dolls eye on the Godfrey Test Cab stayed on, the crew member could not fly that day.
Perish the thought that certain aircrew deliberately manipulated this so that so that they didn't have to fly. It's what we flying clothing types were there for - It would be our fault of course.
Perish the thought that certain aircrew deliberately manipulated this so that so that they didn't have to fly. It's what we flying clothing types were there for - It would be our fault of course.
For the benefit of steve25:
By the by, staff at the OCU air-testing the Mk1 and 1a would normally wear the jerkin but I don't remember what they wore for Mk3 air tests. All the UK Lightning stations had jerkins at least until the mid 70s when most of the Lightning squadrons were disbanded. The helmets were long gone by then and the Pilot's Notes said that the aircraft "should not be flown above 60,000ft" (no mention of prohibition). Hence this was largely ignored, allegedly. I'm told.
By the by, staff at the OCU air-testing the Mk1 and 1a would normally wear the jerkin but I don't remember what they wore for Mk3 air tests. All the UK Lightning stations had jerkins at least until the mid 70s when most of the Lightning squadrons were disbanded. The helmets were long gone by then and the Pilot's Notes said that the aircraft "should not be flown above 60,000ft" (no mention of prohibition). Hence this was largely ignored, allegedly. I'm told.
