NARRATIVE OF EJECTION

 

PILOT: Major Maurice E. Seaver, Jr.

AIRCRAFT: F-105D

DATE: 10 Jul 67

PLACE: Northern Laos

 

On a mission over North Vietnam, I was hit by flak in the engine area and was subsequently forced to eject when the engine failed. I had about 20 minutes to prepare for the ejection. Here to the sequence of events as I best recall them.

First, I knew almost immediately that I would be unable to recover the aircraft and surprisingly, I felt no great apprehension about my impending first ejection.

I glided from 38,000 feet to 5,000 foot above ground. On the way down I rechecked my visor down and tight, chin strap snapped and tight, and sleeves down and snapped. (These things I did enroute to the target on every combat mission). I checked all chute buckles connected and straps tightened. Essentially, that to all I did in preparation for the ejection.

When it came time to leave the aircraft, I reduced airspeed to 230 knots calibrated, sat up straight (feet still on rudders), put my head against the headrest, and pulled up the armrests. I fully expected the canopy to fly off, but naturally it didn't because the F-105 uses the rocket election seat. Elementarily I was befuddled, but on looking back at the handles, I saw the trigger, which for some reason reminded me that the canopy would go when I squeezed it, which I did, and it did. The canopy left with a whooshing sound and then things started happening. I was aware that the seat had fired and I was in the wind blast, tumbling, with great quantities of air blowing into one of my ears,(which one I don't know). I suspect that the seat was in a Dutch roll maneuver.

Next, I was aware that I had a death grip on the seat handles. As I let go, the butt-snapper popped the seat away. There was a slight delay, during which I tensed, waiting for the chute to deploy. When it did, I felt like the fly on the end of a fishing line as apparently my feet were pointed toward the canopy when the chute opened. The canopy was fully intact, as were all the shroud lines. I retained all my personal gear except the top of my clipboard, which tore away. I slipped the chute all the way down in order to land in a favorable spot for recovery. I was able to stop oscillations by pulling on the risers. I ended up landing on the side of a hill facing into it, after coming through a jungle tree canopy. Before hitting the trees, I brought my feet together and crossed my arms. I did not deploy my survival kit because I felt that it would hang up in the trees and hinder my landing. Except for tangling in the shroud lines, I had no trouble landing. My only injuries were a sore neck, sore thighs, and some abrasions.

After getting out of the harness with no great difficulty, I took out one of the two RT-10 radios that I carried in my survival chaps and attempted contact with rescap aircraft. Because of extreme static in the radio, I could hear nothing. I finally remembered that someone suggested holding a hand over the transceiver to improve reception. From that point on, I had no trouble using the radio. After two hours on

the ground, I was recovered by a "Golly Green" helicopter. I had no difficulty using the jungle penetrator. While on the ground, I drank the water that I had carried in baby bottles in my "G" suit.

 

 

Some major observations I have as a result of my ejection are:

1. The RT-10 survival radio was the one most essential item for my recovery.

2. The water I carried in my "G" suit was very welcome in the hot jungle.

3. I think that a one step ejection sequence is feasible and desirable.

4. The seat handles should separate from the seat as it leaves the aircraft.

5. Periodic training in the use and care of personal equipment is essential to survival.

6. I believe that the backs of my thighs were bruised when the edge of the survival kit hit them during ejection.