RAF flight Safety film showing how indirect distractions end up io a fictious accident to a Jaguar aircraft. The base it was filmed at (RAF Coltishall) had such an accident with similar undertones happen 12 years later.
As a former RAF pilot (1970s and 1980s) I can say that this is realistic. Life on a front-line squadron could be like that at times. I knew a few of the blokes in this film.
@@angusmcangus7914 The Lightning had a very short range, but it's rate of climb and ability to beat other NATO fighters in flat out races and practice stern interceptions (Concorde) was phenomenal.
I'm sorry I don't really understand what is being depicted in this film as an issue. The constant interruptions between various tasks and people maybe ?
A depressing ending but this shows that military flight operations take a hell of a lot of planning and preparation with little or no margin for error. I always thought the Jaguar was a neat little airplane with its chunky looks and heavy duty landing gear.
Would that be the Alabama Air Guard, please? I was at Coltishall when they deployed over to us. I worked in the runway caravan at the end of the runway.
I recall another RAF film about distractions where a pilot eventually taxied out in front of another Jag landing. He was an actor, recall seeing him on telly.
1st Law in R.A.F. .... You are married to the R.A.F. first and foremost. 2nd Law. Your Rifle takes presidency Next in line. 3rd Law. Girlfriends/Wives are not R.A.F. Issue.
There were a lot of people who indirectly caused the chain reaction that lead up to this crash: . The Cpl doing gate duty when he was required on the floor to fix the Jaguar . The Wing commander leaving it until the day before to submit paperwork . Senior Engineering Officer for allowing the Jaguar to be released when there were question marks whether the engine had been repaired . The chief technician for signing off the work without checking it On the day of the crash: . The pilot who is not performing to required standards- send him to fly a cargo plan full of rubber horse s##t out of RAF Lynnam . The serviceman who answers the call to general office as Ashby is leaving and mistakenly says he's available. . The clerk who distracted Ashby with information about incorrect paperwork. He should've asked if he has time to talk about the squadron paperwork. . The technician who agreed to bring the form 700 out to be signed even though the aircraft had not been checked. . Finally, Nick Ashby was responsible ultimately for allowing all of this distractions into the cockpit. He failed to perform any checks which would've shown the ejection seat wasn't armed. Engine failures can happen to even the best pilots, what matters is how it's handled and having a safe means of escape if an emergency landing is not possible. Distractions are one of the leading causes of death or serious injury. If you think you're multi-tasking, in reality you're moving from 1 task to another not fully focused on any of the tasks. It's called inattention blindness and it's responsible for many fatal mishaps. Case in point, flight 1141 July 1988, a 727 was preparing for take off. The pilots were chatting to a female flight attendant about paychecks, their colleagues sex lives etc. For 15 minutes the cockpit voice recorder heard conversations ranging from their paychecks to fellow pilots sex lives. The pre-flight checks were recorded but although the captain's for flaps set at 15 degrees and green, the first officer responded less than 0.5 of a second later; not enough time for the action to be done on that aircraft type. The trim alarm that warns the pilots the aircraft is not correctly configured for flight was inoperative. The aircraft taxied but crashed killing 14 of the 98 people on board. The Captain, first officer and flight engineer all survived and were dismissed. However the flight engineer was reinstated after appealing his dismissal.
No, it didn't denote an exchange but participation (if I recall correctly, though I flew Harriers on Red Flag but never got a badge, so you may be right).
@@bonesshed. Flt Lt Greg Nobel of 41 F Squadron in January 1996. As he was taxing out, one of the ground crew on the squadron heard strange noises coming from one of his engines. That was passed on to the ATC tower, who told Nobel that there could be something wrong with the aircraft. Nobel let the other two aircraft in the formation take off and then did some slam checks on his aircraft to see it anything was wrong. He couldn't find any issues, so pushed the throttles forward to take off and failed to push them through the gate into reheat. He failed to note that the aircraft was not in reheat until too late and tried to take off almost at the end of the runway, he managed to get airborne and started to raise the undercarriage, when the main gear caught the crash barrier at the end of the runway and pulled the aircraft into the ground. After going through the perimeter fence and across a road into a cornfield where the whole of the aircraft was engulfed in a fire. He tried to Eject, unfortunately, the seat was broken in half by the impact and it failed to operate correctly. Story I heard from somebody who saw the fireball at the end, was top half of the seat left the aircraft, bottom half didn't and the pilot was thrown out of the cockpit and into the fire.
@@meertenwelleman4600 it was the biggest problem that I had to contend with. Yes, it was upheaval everytime you had to move but it was part of the job. It is only my opinion.
It is a genuine problem, ofcourse, especially in a big country. An uncle of mine was a naval officer and he moved with his family to various Dutch cities, but also had a Belgian and Paris posting. My father was a high ranking Dutch officer. Training was at the start of his career in France and later in Germany, with Harriers and NF-5's flying overhead. But he never moved. That's how it goes.
@@iainbradford4254 I was a Jag pilot at Bruggen (31) when this came out, a superb film and very true to life. Great acting and very well produced. Really good effort.
@@abagatelle Great, so you got to do some real LL in Germany vs my 1,000ft .....I was a bit later and GR4s on IX(B) ;-) My uncle was on 31, but a bit earlier, F4s at Bruggen.
@@iainbradford4254 very much so, i was the liney meeting the A/c 2.09 mins. Jimmy Froud was the pilot behind the ops desk, Paul Kirkwood was the CPL running, Dusty Rhodes just to name a few. Its the first time i have seen the film after all these years.
More to do with pilot error unfortunately. I know one exchange pilot flew straight into the wash due to the weather, grey sky, grey sea. I saw him off that day. Really sad as he was a really nice bloke. Bjornstad was his surname (excuse the spelling) Another got shot down by a 92 Sqn Phantom, Steve Griggs was the pilot but he banged out and survived. theaviationgeekclub.com/former-raf-jaguar-pilot-tells-the-story-of-when-he-was-shot-down-by-a-raf-phantom-interceptor
@@neilstevens2062 Correct, the high risk low level training of the RAF with an aircraft that had no Terprom GWPS untilo its last days saw so many CFIT accidents and mid air collisions. Only 12 Jaguars in RAF srervice were lost by technical malfunctions and 6 of those were maintenance errors. The other 53 were CFIT or Mid airs. Jaguar was a safe airframes compared to Lightnings!!
@@AlberRatmanI was a JEngO on Lightnings (5 Sqn) in the mid-80’s and a SEngO on 54 Sqn in the mid-90’s. A hell of a lot of pressure on 5 Sqn - we lost 2 pilots and a 3rd aircraft pranged on landing. Proud as hell that we didn’t lose a pilot or aircraft during my time on 54 Sqn. But the pressure was turned down a little by the mid-90s - no TacEvals, less operational press-on-itize, although we did deploy like crazy. My wife suffered enormously, as did all the rest of the families. Easy to romanticise - the reality was brutal (although the guys were superb)….
I’m guessing that this film was an educational one designed for reminding women that their attitudes towards their husbands can have consequences. I actually blame the wife’s for this accident Being married twice I understand how their attitudes change once they’ve married into service life. I can relate first hand how you have to re-explain and remind them of what they knew they were getting into when they made their commitment Personally I don’t think marriage is compatible with an effective Military Too much cost and far too much stress on the men having to defend the country Wife’s everywhere should watch this video
flight safety?, more like ground safety, as it is presumably the ground handlers job to ensure the seat ejectors are ARMED, as this is after all this, the cause of this fatality.
@@12345fowler yes, but with so many people around this aircraft, such a pity no-one spotted it in time. and what is the point of such 'safeties' if it endangers the pilots?, esp. if the person in charge of removing them don't do their jobs properly, just like the "herald of free enterprise" ferry accident, if only the error was spotted in time!!
I thought the problem was he couldn't clear stores when he lost the engine, because he failed to change the switch during his pre-flight checks as was distracted by the late arrival of the form. The time he messed about trying meant he ejected too late.
