Here ya go
http://findarticles.com/p/articles/mi_m0JCA/is_1_13/ai_n6100694 I lost my RIO: a passenger on an incentive ride ejects from an inverted F-14
Combat Edge, June, 2004 by Geoff Vickers
E-mail Print Link my squadron and air wing were detached to Naval Air Station Fallon, Nevada, for strike training. Most of us attended lectures all day, but I was tasked with giving the battle-group air warfare commander an orientation flight in the F-14D. As skipper of the cruiser in charge of the battle group's air defenses, he had been spending time with the air wing to better understand how we conduct our missions. He had observed a number of the strike events through the tactical air combat training system (TACTS) replays, and he had flown with the E-2C and EA-6B squadrons. He was proud that the Prowler guys hadn't been able to make him sick.
Most Popular
Articles in News
The Ten Best Laptop bags
Tata plans cheapest-ever car for Indian market
GLOBALIZATION AND THE DEVELOPMENT OF UNDERDEVELOPMENT OF THE THIRD WORLD
Corn is good for you; Corn is not only a tasty treat, but also a cereal that ...
THE 50 BEST STYLISH HANDBAGS TO CARRY
More »
My job was to demonstrate the Tomcat's performance and tactical capabilities. Though this flight was my first without a qualified radar-intercept officer (RIO) in the back seat, I had flown with a number of aviators who had very little Tomcat experience before. The captain arrived at the squadron a half-hour before the brief to receive his cockpit-orientation lecture and ejection-seat checkout. Once in the ready room, we briefed the flight with our wingman. I covered the administrative and tactical procedures in accordance with our squadron's standard operating procedures (SOP).
I told the captain that after the G-awareness maneuver, we would do a quick inverted check to verify cockpit security. Looking back, I should have recognized his anxiety when he mocked me and said, "Just a quick inverted check?" then laughed. I didn't realize hanging upside down with nothing but glass and 11,000 feet of air separating you from the desert floor might not be the most comfortable situation in the world for a surface warfare officer.
I continued the brief and told the captain we would do a performance demo and a couple of intercepts, followed by tanking from an S-3. I told him if, at any point, he felt uncomfortable, we would stop whatever we were doing, roll wings level, and take it easy. I was determined to avoid the temptation to intentionally make him sick and uncomfortable.
The start, taxi, and takeoff were normal. We joined with our lead and did the standard clean-and-dry checks. We pressed into the working area and assumed a defensive combat-spread formation in preparation for the G-awareness maneuver. I told him what was happening, and he seemed to remember the sequence of events from the brief. After we completed the checks, I asked him, "Are you ready for the inverted check? Do you have everything stowed?"
"All set" was the last thing I heard him say.
I checked the airspeed and confirmed it was above the 300 knots recommended to do the check, and I rolled the aircraft inverted. I decided not to really put on a lot of negative G and unloaded to about .3 to .5 negative Gs--just enough to make anything float that wasn't stowed properly. If he was uncomfortable in such a benign maneuver, it would be better to find out then, rather than when we were racing toward the earth during a radar-missile defense.
As I started to push on the stick, I heard a loud pop, followed by a roar. The cockpit filled with smoke, and we suddenly lost cabin pressure. I first thought a catastrophic environmental control system (ECS) had failed. I said to myself, "This is new. I've never even heard of something like this happening." Time compression turned the next few seconds into an eternity. I knew the first thing I had to do was to roll the jet upright and assess the situation. About 3 seconds after the first indication of a problem, I had the jet upright and knew exactly what had happened.
I transmitted, "Lion 52. Emergency, my RIO just ejected." I was yelling into the mic, thinking I would have to make all the calls in the blind, because I didn't expect to be able to communicate clearly with all the wind noise from flying at 320 knots without a canopy.
As I turned the jet to try and get a visual of my wayward passenger, Desert Control asked, "Understand your wingman ejected?"
"Negative, my RIO ejected. I'm still flying the plane."
"OK. Understand your RIO ejected. You're flying the plane, and you're OK?" I almost said I was far from OK, but I just told them I was all right, except I was flying a convertible. I was relieved to see a good parachute below me, and I passed this info to Desert Control. Very quickly after the emergency call, an FA-18 pilot from the Naval Strike and Air Warfare Center, who also was in the area, announced he would take over as the on-scene commander of the search-and-rescue (SAR) effort.
I told my wingman to pass the location of the captain because I could not change any of my displays. Once my wingman started to pass the location, I started dumping gas and put the needle on the nose back to NAS Fallon. One of our air wing SH-60 helicopters was in the area and responded, along with another chopper. The captain was recovered almost immediately and transported to the local hospital for treatment and evaluation.
Mike
Topic: Does anyone know of a book about John Stapp? (Read 1404 times)