Eject Protocol
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hi folks
I have heard that there are some real fighter pilots here in this forum. Regarding the unfortunate and sad F16 crash posted by bruzzer (and my condolences to the pilot’s family) I would like to know if there is any kind of protocol (in real life) to decide for an ejection (or not). Is there any guideline or each pilot decides when and why to do it? (Please guys, as a pilot myself, I am not trying, in any way, to blame anyone or imply anything about the crash. It just broght me up the question.)
Thanks
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Just going to hazard a guess……a combination of training and human instinct/smarts to live and fight another day. But, depends on the situation. You’re jet is fecked and in a tailspin after taking a missile hit/AAA etc.; Botched flameout landing; structural damage to aircraft…lots of scenarios which dictate different procedures but I think it has to ultimately boil down to the brain/human flying.
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A very interesting interview here
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A very interesting interview here
Yep, the “I am starting to run out of ideas” part tells a lot about this.
Really not an easy or simple choice… thanks :plane:
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Certainly I can tell you from professional experience (not mine) that the ability to maintain aircraft control is a huge factor. Pilots want to bring the airplane home.
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I’ll offer what I’ve observed from years (a few decades, actually) of hanging around fighter pilots - there isn’t any “protocol”. Like about everything else involved in managing and commanding a machine, the Pilot in Command is responsible for: 1) his and his crew’s safety; 2) preservation of the machine.
There are many factors that go into the decision to eject…starting with recognizing the situation in which ejection is warranted, and then being in the successful ejection envelope of the seat. Into that there also factor considerations of the health/status of the jet, any possible physical impairment of the pilot/crew, consideration of collateral damage on the ground, etc. - I lost a good personal friend and colleague (who was one of the best drivers I’ve ever known) in a crash where it’s thought that he stayed with the jet to keep it from hitting an apartment complex that it was settling into post-maneuver…he managed to put it into an open field instead, but he perished in doing so. And this is NOT an exhaustive list of factors by any means…
Bottom line is that the decision to eject is a command decision that is the responsibility of the pilot alone and entirely; or with a multi-man crew it’s the responsibility of the first to observe a potentially life threatening situation to speak up to alert all concerned. It’s the airmanship, professionalism, and alertness of the crew that are the only immediate factors.
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Hi, Sasah.I’ve read in places like NATOPS where they give certain situations where you “jettison the airplane”. One that comes to mind is( I believe) “first visible sign of fire”. But, Stevie is right, it’s a command decision. Personally, in BMS, when I’m on fire, heading for the ground, and the controls don’t work anymore, it’s Time To Get Out Of Dodge.;). One thing I’ve noticed in BMS is that planes don’t burn for long before they go boom. A smoking engine is another matter. In that case I monitor EGT and oil pressure and it goes back to the command decision. Can you get “Feet Wet” or at least closer to friendly forces? Can you then eject without the plane coming down on a friendly or neutral? Etc.,etc.
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I know there is a protocol when the decision to eject is made - a few steps to perform if able, a radio call, pointing the glide path away from any populated area, physically bracing…. not sure of the IRL specifics, just ran across it once…
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That falls more into the area of “procedure” and not “protocol” - “protocol” is in general a set of conditions to be applied in making a decision, “procedure” is a set of actions to be taken once the decision is made. For the most part, you have that cataloged - radio calls; call sign, position report, zulu time, heading, etc. as and if conditions permit.
I recall listening to at least one instance of a recent shoot down (like in the last few years) where the pilot requested for all participants to STOP reporting his position because things were looking like he was going to end up ejecting and landing in enemy territory…so just as with the decision to eject itself, decisions get made depending on circumstances.
But in general, the calls (if able) are: call sign, position report, and zulu time, ejecting.