Rich Pulman

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Rich Pulman last won the day on June 27

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About Rich Pulman

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  • Birthday 09/05/1966

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  1. Very true. Spatial orientation also plays a role in the outcome of an ejection. For example, a friend of mine was killed after a successful ejection when the seat came through his parachute from above after seat-man separation, tearing the parachute and striking him in the head. It is believed he became disoriented after losing sight of lead while in formation in cloud and had to jettison the aircraft. Until that accident, it had never crossed my mind that the seat could become a deadly projectile.
  2. FWIW, there are NO labour codes/protections for expat pilots. You go along to get along or you'll be sent along. You're not there to change culture. You're there because 1) there aren't enough locals to fill the seats, and 2) for the money. As soon as one of those change, you'll move along or be sent along. "Report(ing) it" won't change a thing other than you'll likely need to polish up your CV while the locals laugh hysterically at your vain attempt to change the system while counting their bribe money from the latest round of pilot applicants. It's a tough world out there!
  3. FWIW, on the A340, the outer levers were latched (couldn't be moved beyond idle reverse) until the inner reversers were fully deployed. So those "switches" can be prevented from moving if necessary. That said, I don't recall the A320 having any such mechanism.
  4. FWIW, I recently used this method and the CC (AMEX) refunded my money. So it does work, although I have no idea the overall success rate.
  5. FWIW, "Super Hornets" are F-18 E & F models. Canada has the old A & B models. They are substantially different airplanes.
  6. Someone should inform this “reporter” that there’s no such thing as a CF-18 Super Hornet.
  7. That's the question we're all asking, and patiently awaiting the answer from the pilot. Not much point speculating (I.E. you've assumed he didn't get a relight) when the answer will be coming right from the source once the AIB is complete.
  8. As previously mentioned, “the decision to eject is made on the ground”. That’s not just a saying, it’s a fact. With an engine failure on takeoff, the focus is on getting some altitude (zoom) and getting a relight (idle, air start) and, if no relight, getting out. There simply isn’t time to consider where the airplane would end up. Besides, 1) with so little energy in the aircraft at that point, control is nearly impossible (as seen in the videos), 2) once ejection is initiated, you have no idea where the airplane will go, and 3) it would go against all the training (“A delayed ejection only takes you closer to the crash site”, “A delayed ejection only adds [you] to the casualty count”) we get from day one on how to handle such an event. Of course, in this case, the pilot survived, so there’s no need to speculate his decision as he will give first-hand testimony to the AIB.
  9. Yes, hard to believe they could have “forgotten” the gear with all the associated warnings, especially the “too low gear” aural warning. Any word on a tail strike? That wouldn’t be a surprise considering the pitch angle at landing speed.
  10. I sure saw a lot of them in places like LHR, CDG, HKG, SIN, ICN, and PEK. Not uncommon to see five or six from different companies all at the same time in those places.
  11. As Kip points out, there wouldn’t be enough airspeed to get much G load at that point. Technically, you could reach over and pull the handle on the other person’s seat, but that would leave you vulnerable to injury as their seat departed. It would also mean delaying your own ejection, which could be fatal. Some ejection seats (I.E. the T-33) had only one “live” handle, so that might not even be a possibility in some types. In any case, it’s not something that’s taught. Some aircraft have “command” ejection systems whereby activating the ejection sequence on one seat would fire the other seat. The Tutor’s seats need to be fired individually. The T-33 back seat could eject individually, but if the front seat was activated, the back seat always went first, even if its safety pins were still installed. The F-18 had a variety of possibilities that could be selected by the PIC. Anyone getting a “passenger” ride in an ejection seat aircraft would get a thorough briefing by a safety-systems technician, and then another by the pilot during the strap-in procedure. It was emphasized that the pilot would be going up the rails on the third “EJECT”, no matter what. Sitting on an ejection seat is serious business and we took it seriously. We were taught from day one that the decision to eject is made on the ground. There’s usually no time in the air for pondering the options; an ejection had to be more or less instinctive. It was impossible to instil this into one-time passengers on famil rides, but with the amount of time Captain Casey spent in that seat, she would have had much better instincts that your average “passenger”. She would have been well trained and well briefed for such an event. But all that doesn’t mean anything if the ejection is initiated outside the survivable envelope of the seat.
  12. Didn't anyone teach you how to use the mirrors and roads/section lines?
  13. The initial actions for a power loss/engine failure in the Tutor is "Zoom, idle, air start". We were always taught that if this happened on take off and if the engine did not stabilize/re-light before the apex of the zoom manoeuvre, EJECT, EJECT, EJECT. There was no consideration given to landing straight ahead unless there was sufficient runway remaining, and it was specifically emphasized that NO consideration should be given to where the jet would end up after it was jettisoned. That would just eat up time you didn't have. It has been proven time and again that the odds of surviving a low-altitude & nose-low ejection is very slim. Ejection seats are certainly life savers, but they aren't miracle workers. Even a 0/0 seat can't overcome downwards inertia + the acceleration of gravity at low level. As I posted elsewhere, my heart goes out to the Snowbirds and their families. What a shitty thing to happen to a superb group of people trying to do a nice thing for our country.
  14. I saw that also. I wanted to do a tough & go on each of CYYZs runways in rapid sequence, but the winds yesterday weren't favourable for that. Had to settle for what I could get.
  15. Lockdown distractions today... Not too often you’re the only one on tower frequency at CYYZ and get three low approaches on three different runways within three minutes. Fun times.