I joined the RAF in March 1986 as a weapons mechanic. I served for 33 years and finished as the Weapons & Crew Escape SME in the Typhoon Support Centre at RAF Coningsby.
My first main interaction with ejection seats began in 1991 at RAF Wittering when I was posted to 1(F) Sqn it was during my time here that I removed and installed Mk 12 ejection seats. In 2003 I was posted to 12(B) Sqn at RAF Lossiemouth and this is where I removed and installed Mk 10A ejection seats. In 2009 I began my employment on 6 Sqn Typhoon initially at RAF Coningsby but later moved to RAF Leuchars. It was here I was the Weapons Trade Manager where I oversaw all weapons tradesmen and their work, particularly on the Mk 16A ejection Seat. In 2011 I moved back to RAF Coningsby as the SME in the Typhoon Support Centre.
My most memorable experience during my time working with Ejection Seats was during my time on 1(F) Sqn Harriers. We was deployed on HRH Aircraft Carriers and it was the first night sortie of the deployment. It was a particularly dark night and was questionable if it would go ahead as there was nearly no natural light which is required to allow the pilot to see with NVG. The sortie proceeded and when it was time for the aircraft to return for the deck landing we made our way up to assist once they had landed.
This was the first time I had seen them land on board at night and was talking to a colleague about it. He said it was an amazing sight as the build up of static electricity arcing in the intake was spectacular. We stood to the side awaiting the aircraft.
The first one approached, and flew along side the deck. The aircraft would always drop below the deck line and then rise up and move across the deck before descending for touch down. On this occasion the aircraft move in to place along side before dropping below the deck line. What happened next was unquestionably very disturbing as the aircraft did not reappear but continued its decent into the dark cold waters. Immediately the second aircraft landed as it did not have sufficient fuel to divert. All other aircraft diverted without incident. The aircraft carrier then went to emergency stations and deployed a search and rescue helicopter. The aircraft carrier turned around to return to the site of the crash.
The pilot was pulled from the sea by the rescue helicopter and brought back to the carrier for medical attention. It turned it to be the OC of the Sqn that had been flying the aircraft. A statement was read out to us all from him and we was relieved he was safe.
The next day the aircraft was recovered from the sea. It had turned out that upon landing in the sea, the empty fuel tanks had became like flotation tubes and kept the aircraft afloat. Unfortunately the aircraft had flipped over and was facing belly up. Once the aircraft was lifted on board it gave a more clearer picture of the events that had followed after landing in the sea. Once in the sea and before the pilot could eject the aircraft rotated on its back. This motion and the force of the water against the canopy misaligned the initiation system for the MDC. When the pilot pulled his ejection seat handle the canopy failed to release and now facing upside down this meant that the pilot was ejected down into the depths of the sea. His life jacket inflated and brought him back to the surface where he was rescued.
I have over my time seen many aircraft crashes and it is only because of the great work Martin Baker does to provide a last resort that many of the pilots are able to continue what they do, fly aircraft.
