Eject! Eject! - John Nichol
Just finished the read. Great effort John! A very good history of escape systems and many detailed - and emotional - stories told by the ejectees themselves. I rode M-B seats for many years from Mk4s up to Mk10s and was lucky enough not to have to use any of them. I did witness a number of ejections though and came very close to using one on a couple of occasions, including my very last flight in a SHAR, when the stick jammed and left me with no pitch control. I managed to get it back on the ground using nozzle lever and power to effect some rudimentary flight-path control but my lap straps were certainly tightened!!
BZ!
Mog
BZ!
Mog
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Linked files such as videos or PDFs often don't work but normal web pages usually do.
https://web.archive.org/web/20130614...omment-page-1/
This PDF does work :-!
https://web.archive.org/web/20211023...orts/ZE862.pdf
JN, as the thread has come back to page 1, I thought I would take the opportunity to thank you for a very interesting and often gripping read. It was hard to put down and I finished it within the first three days of my holiday.
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Many thanks SLX. Much appreciated. And thanks to all who have read and commented on EJECT! EJECT! - especially those who sat on (or used!) the seats!
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Gnome de PPRuNe
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My copy kept jumping out of my hands...
Seriously, extremely good and gripping read John, thank you.
Seriously, extremely good and gripping read John, thank you.
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Hi gents, having seen it happen, there was a lot of "interference" flying around at that time so cannot definitively discount AAA fire, but I recall (and have it on CVR) that Max checked in on the radio and then, within a second, we both saw the ac go in. They were on the inside of the in-place turn we were doing, hence we both saw the profile of the jet pile in. If I had to put money on it, I'd say CFIT.
My guess is that this photo was taken during the Phantom trials on EAGLE??
Well, after reading the considerable numbers of positive reviews here, have just ordered the book. I trust I will not be disappointed! 
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You won't be, LLad - I finished the copy I was given as holiday reading on our way back to the UK from warmer climes, coincidentally reading the passage re the meeting between F117 operator and the battery commander i/c the SA3 that brought him down just as we were flying through Serbian airspace. A very good read, every bit as informative and engrossing as the other 2 books I took with me ("What If? 2" by XKCD creator Randall Munroe and "The Body" by Bill Bryson), which were themselves very good indeed.
Way, way back in this thread around #163 someone replied to my tongue-in-cheek request not to give away the ending by saying "they ejected.." - clearly that person hadn't read JN's book, as the very-well-made point throughout is that the ejection was the start of the story. Some very sobering stories are included, with reminders that there are folk out there who've been through more in a few moments, months or even years than many of us would achieve in several lifetimes.
Way, way back in this thread around #163 someone replied to my tongue-in-cheek request not to give away the ending by saying "they ejected.." - clearly that person hadn't read JN's book, as the very-well-made point throughout is that the ejection was the start of the story. Some very sobering stories are included, with reminders that there are folk out there who've been through more in a few moments, months or even years than many of us would achieve in several lifetimes.
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clearly that person hadn't read JN's book, as the very-well-made point throughout is that the ejection was the start of the story. Some very sobering stories are included, with reminders that there are folk out there who've been through more in a few moments, months or even years than many of us would achieve in several lifetimes.
Echoing the other comments, a great read John, looking forward to your next tome - you're setting yourself a very high standard.
On a simpler note, I recently came across a decent gif of this Peanuts strip, for those who appreciate the humour of these, i offer a simpler take on the ejection seat
On a simpler note, I recently came across a decent gif of this Peanuts strip, for those who appreciate the humour of these, i offer a simpler take on the ejection seat
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Great book. I'd loved to get more technical detail but understand you have to balance. Lots of stories I had never heard of before. Goes with my 'Man in the Hot Seat' by Doddy Hays.
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The German air-operated seat of WW2 has been mentioned but this is the only account I have seen by someone who used it.
Author Stephen Harris set out to find more about his great-uncle Flt Lt Col Jones, lost over Berlin in 1943 while a navigator with 149 Sqn. In his excellent book Under a Bomber’s Moon he tells of his long search, during which he also met former night-fighter pilot Lt Otto Fries who had flown Me110 aircraft with considerable success.
By 1944 he had changed to the Heinkel 219, which had twin engines, a high wing and complex twin tail which made safe exit impossible without an ejection seat. The German seat was manually operated, the user having to jettison the canopy, release his seat harness, remove a safety cover on the right of the seat and operate a lever to fire the compressed air propellant.
Otto's Heinkel 219 was at 600ft on the approach to his base near Munster when there was a crash and blinding flash as he was attacked by a Mosquito. He yelled ‘Get out’ to Fred his Bordfunker, jettisoned his canopy and was waiting to hear his Funker leaving when Fred called ‘I can’t, my catapult’s kaput’. The Mosquito’s cannon shells had damaged the aircraft but it did not burn. Rather than abandon Fred he chose to land without hydraulics or rudder control. The wheels stayed locked down, the Heinkel rolled to the end of the runway and its crew escaped though the machine was written off.
The crew had scarcely recovered when they were attacked again a few days later, this time with port engine on fire and elevator cables severed. Otto managed pitch control with trim, descending to 3000ft, jettisoning the canopy, opening the ejector seat safety cover below his right hand and hitting the rod. This time both seats operated perfectly and they landed safely without injury.
Author Stephen Harris set out to find more about his great-uncle Flt Lt Col Jones, lost over Berlin in 1943 while a navigator with 149 Sqn. In his excellent book Under a Bomber’s Moon he tells of his long search, during which he also met former night-fighter pilot Lt Otto Fries who had flown Me110 aircraft with considerable success.
By 1944 he had changed to the Heinkel 219, which had twin engines, a high wing and complex twin tail which made safe exit impossible without an ejection seat. The German seat was manually operated, the user having to jettison the canopy, release his seat harness, remove a safety cover on the right of the seat and operate a lever to fire the compressed air propellant.
Otto's Heinkel 219 was at 600ft on the approach to his base near Munster when there was a crash and blinding flash as he was attacked by a Mosquito. He yelled ‘Get out’ to Fred his Bordfunker, jettisoned his canopy and was waiting to hear his Funker leaving when Fred called ‘I can’t, my catapult’s kaput’. The Mosquito’s cannon shells had damaged the aircraft but it did not burn. Rather than abandon Fred he chose to land without hydraulics or rudder control. The wheels stayed locked down, the Heinkel rolled to the end of the runway and its crew escaped though the machine was written off.
The crew had scarcely recovered when they were attacked again a few days later, this time with port engine on fire and elevator cables severed. Otto managed pitch control with trim, descending to 3000ft, jettisoning the canopy, opening the ejector seat safety cover below his right hand and hitting the rod. This time both seats operated perfectly and they landed safely without injury.
I lost the best friend I ever had as a boy to a low altitude ejection from an F86A. In those days at low altitude with a high rate of sink you didn't have a chance. His chute never opened and he died in the seat on impact.
Today's seats are marvels of high tech engineering. Flying high performance jets would be impossible without the work done by the people involved in this industry.
Just my way of saying "Thank you".
Dudley Henriques
Today's seats are marvels of high tech engineering. Flying high performance jets would be impossible without the work done by the people involved in this industry.
Just my way of saying "Thank you".
Dudley Henriques
Expansion of Dudley's story, hope you don't mind Dudley, a Salute to your Good Friend.
On the afternoon of the 19th of March 1955, at exactly 1505, a lone Delaware ANG F86 took off from New Castle AFB Delaware to rendezvous just North of Salem N.J. with an incoming ANG T33 towing a target that had been used on an aerial gunnery training mission that day. The purpose of the 86 accompanying the T33 on in to the field was to insure that nothing interfered traffic wise while the target was being dropped. The 86 was in effect flying shotgun for the T33 as a safety procedure.The two aircraft approached New Castle and the T-Bird dropped the target on the right side of runway 32 then started a climbing turn into the pattern. The 86 was wide and outside in trail formation.
Suddenly the 86 suffered a compressor failure. The J47 engine started spewing compressor buckets like machine gun bullets and the 86 started down fast as it was coming apart. Captain Walt Hannum flying the T33 later said that he screamed for the pilot to eject as the pilot of the 86 tried to aim the airplane for an open field as it was headed directly toward the town of New Castle which was right next to the Air Base.
The 86 pilot never had a chance. He rode the stricken fighter down as pieces came flying away from the airplane. Finally, at very low altitude, the pilot managed to eject. He was too low and way out the seat envelope for sink rate. The 86 went into a farmer’s field just outside the town and exploded. The pilot, still strapped in the seat, impacted the ground without the chute having time to open. He was killed instantly.
You’ve all heard the classic story of the pilot who tried to miss the populated area. Well here was one pilot who did try to do just that.
The ANG that day lost a fine officer, and I lost the best friend I had ever known. The pilot of that F86 was Captain James R. Shotwell Jr. I had known Jim since I was a boy. He was like a big brother to me.
Jim Shotwell’s F86, Delaware Air National Guard tail number 49-1169; the one he was flying the day he was killed; is one of the liveries included in this F86 package. I know all of you will enjoy flying the various liveries included in the package, and I’ll be personally pleased and honored if those of you who choose to fly Jim’s airplane take just a moment to reflect on him and remember him as I still do 53 years after his death.
Climb High; Fly Fast
Dudley Henriques
On the afternoon of the 19th of March 1955, at exactly 1505, a lone Delaware ANG F86 took off from New Castle AFB Delaware to rendezvous just North of Salem N.J. with an incoming ANG T33 towing a target that had been used on an aerial gunnery training mission that day. The purpose of the 86 accompanying the T33 on in to the field was to insure that nothing interfered traffic wise while the target was being dropped. The 86 was in effect flying shotgun for the T33 as a safety procedure.The two aircraft approached New Castle and the T-Bird dropped the target on the right side of runway 32 then started a climbing turn into the pattern. The 86 was wide and outside in trail formation.
Suddenly the 86 suffered a compressor failure. The J47 engine started spewing compressor buckets like machine gun bullets and the 86 started down fast as it was coming apart. Captain Walt Hannum flying the T33 later said that he screamed for the pilot to eject as the pilot of the 86 tried to aim the airplane for an open field as it was headed directly toward the town of New Castle which was right next to the Air Base.
The 86 pilot never had a chance. He rode the stricken fighter down as pieces came flying away from the airplane. Finally, at very low altitude, the pilot managed to eject. He was too low and way out the seat envelope for sink rate. The 86 went into a farmer’s field just outside the town and exploded. The pilot, still strapped in the seat, impacted the ground without the chute having time to open. He was killed instantly.
You’ve all heard the classic story of the pilot who tried to miss the populated area. Well here was one pilot who did try to do just that.
The ANG that day lost a fine officer, and I lost the best friend I had ever known. The pilot of that F86 was Captain James R. Shotwell Jr. I had known Jim since I was a boy. He was like a big brother to me.
Jim Shotwell’s F86, Delaware Air National Guard tail number 49-1169; the one he was flying the day he was killed; is one of the liveries included in this F86 package. I know all of you will enjoy flying the various liveries included in the package, and I’ll be personally pleased and honored if those of you who choose to fly Jim’s airplane take just a moment to reflect on him and remember him as I still do 53 years after his death.
Climb High; Fly Fast
Dudley Henriques
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Expansion of Dudley's story, hope you don't mind Dudley, a Salute to your Good Friend.
Jim Shotwell’s F86, Delaware Air National Guard tail number 49-1169; the one he was flying the day he was killed; is one of the liveries included in this F86 package. I know all of you will enjoy flying the various liveries included in the package, and I’ll be personally pleased and honored if those of you who choose to fly Jim’s airplane take just a moment to reflect on him and remember him as I still do 53 years after his death.
Climb High; Fly Fast
Dudley Henriques
Jim Shotwell’s F86, Delaware Air National Guard tail number 49-1169; the one he was flying the day he was killed; is one of the liveries included in this F86 package. I know all of you will enjoy flying the various liveries included in the package, and I’ll be personally pleased and honored if those of you who choose to fly Jim’s airplane take just a moment to reflect on him and remember him as I still do 53 years after his death.
Climb High; Fly Fast
Dudley Henriques
This last paragraph might confuse a few people. It references a developer who kindly included a livery of Jim's F86 in their release for Microsoft Flight Simulator a few years ago.
Dudley Henriques
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No Squippers
Just stumbled across this thread after a long absence from here.
I must say I was disappointed that this book gives the impression that seats are installed and then left until needed.
No mention at all of the Squippers or Armourers that regularly and painstakingly service them.
I must say I was disappointed that this book gives the impression that seats are installed and then left until needed.
No mention at all of the Squippers or Armourers that regularly and painstakingly service them.
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Just stumbled across this thread after a long absence from here.
I must say I was disappointed that this book gives the impression that seats are installed and then left until needed.
No mention at all of the Squippers or Armourers that regularly and painstakingly service them.
I must say I was disappointed that this book gives the impression that seats are installed and then left until needed.
No mention at all of the Squippers or Armourers that regularly and painstakingly service them.
Whilst you are correct to allude to the fact that the book concentrates on the experiences of those who actually eject - this is a necessity of writing what an author hopes will become a bestseller - I think you are being a tad unfair to say that there is "no mention at all" of others involved (or you haven't read the book?).
Here's just a few examples:
Firstly. And most importantly, the book is actually dedicated to all involved:
"This book is dedicated to all those involved in the design, manufacture and maintenance of the ejection seats which have given so many grateful aviators – and their families – another chance at life."
The Foreword (the very first thing people read) is written about the manufacture and servicing of seats:
"Needless to say, all aircrew regard Tony and his fellow armourers with huge respect. And gratitude."
"Taj has done the same job at Martin-Baker for thirty-five years. ‘I have packed many thousands of parachutes,’ he says proudly. ‘I carry out my work as perfectly as I can, every single time. What you aircrew do up there is always'."
And I clearly don't give "the impression that seats are installed and then left until needed":
"The seats can remain in a jet for years, exposed to rain, sun, snow and ice. They are trodden on with muddy boots as the occupant scrambles aboard and thrown around the skies at high speed and high-g. While they are regularly checked in situ, depending on the version they might only be removed from the aircraft for fuller servicing every two years." (This aspect was checked with Martin Baker and a former senior Armourer).
These are just the references I remember from writing it 18 months ago. And needless to say, there are countless accounts of aircrew and their families expressing undying gratitude to those involved with their ejection seat. Though I accept of course, I do not name every individual trade involved.
Anyhoo, sorry that you were disappointed with the book. As I have said many, many times - I owe my own life to the ejection seat and those who designed, built, maintained it. My gratitude is endless.
best wishes to you and yours,
John
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