Jet AC ejection seats

[ya-gabor]

The third seat on display this time at the Budaörs show was a Martin-Baker Mk.2 F/V which originally flew in a Swiss De Havilland DH-100 Vampire MB.6 fighter. The actual aircraft was J-1049 which was operational from February 1950 till retirement in May 1969.  

 

Very little to add with this seat, it is almost the same and perfect state that it was when came to my collection. One thing missing from it is the parachute pack but apart from that it has everything. There are some signs of time passed by since it was made / operational days. Leather parts are getting old and in places faded but apart from that mechanically it is in top notch condition!

 

One can ask if it is worth doing a real restoration and replacing with brand new leather things like the head rest, but in my opinion this particular seat is perfect as it is and should stay like this! The parachute pack is a good question but I don’t see real chance of finding one today in 2024. But of course never say never. As far as I could see even some of the big museums with Mk.2 seats are also missing the Irvin parachute pack.

 

Once again a custom made cart for the seat was built. The challenge here was how to “get hold” of the seat. It was not easy but eventually a good idea came to mind and with a little metal milling of cart parts managed to create the stand. As with all others here also no mechanical damage was done to the seat structure to fix it to my frame.

 

The Martin-Baker seat was a good comparison to the Lockheed (originally Stanley) seat in that they came from the same time period and engineers in US and in England had some different ideas for the same problems. At the Budaörs show it was possible to explain these different design approaches to visitors directly on the seat and they had a chance to strap in and get a feel of a real ejection seat. OK, not the BIG BANG part of the experience but at least of what it is like to have the seat on “your back”!

 

One coincidence which adds a further parallel between the history of my Martin-Baker seat and the Lockheed C-2 is that the actual seats were both retired from active service in 1969 with just few months of difference.

 

Best regards

Gabor

[ya-gabor]

Hi Bryan,

 

So have you already moved to Corpus Christi TX??? If yes hope that this storm has missed you or at least caused as little damage as possible!

 

Best regards

Gabor

[BWDenver]

Yup we got to beautiful Corpus Christi just intime for the first hurricane of the season.

 

For a while it looked like it was going to be a direct hit on Corpus, but it swung north and came ashore a few miles up the coast.

 

We got a little wind, tad of rain, but that's it. the windows in the houses here are tempered glass, and we have hurricane boards for all the windows.  Most the folks here didn't put them up.

 

Houston got slammed, lots of rain with already a lot of rain...  And they didn't need any more rain...

[ya-gabor]

8 minutes ago, BWDenver said:

Yup we got to beautiful Corpus Christi just intime for the first hurricane of the season.

 

For a while it looked like it was going to be a direct hit on Corpus, but it swung north and came ashore a few miles up the coast.

 

We got a little wind, tad of rain, but that's it. the windows in the houses here are tempered glass, and we have hurricane boards for all the windows.  Most the folks here didn't put them up.

 

Houston got slammed, lots of rain with already a lot of rain...  And they didn't need any more rain...

 

That is good news!

One of the predictions on CNN few days ago was showing that the THING will go your way.

 

Best regards

Gabor

[ya-gabor]

Yes, I know it was an air show at Budaörs and not all about my ejection seats!

 

OK, so here are few of the winged participants. It is not possible to forget the local resident Li-2 aircraft. It is the last remaining air worthy example of the Soviet replica / license version of the DC-3. The aircraft is flying out of Budaörs and takes part in all sorts of events, visits air shows, acts as a film prop, takes passengers on flights and even participated few years ago in the D-day flyby of Dacotas from England. Professional team keeps it airworthy as well as few other oldtimers. Oh yes the company is called Goldtimer.   : )   : )  One of the other “old” planes is a Po-2 in immaculate condition and many An-2. It is just by accident that so many aircraft with a -2 in their names were present and took part. : )  : )

 

Well, now think of it, I had a Martin-Baker Mk.2 and Lockheed C-2 seats also on the 22nd in year 2024  : )  : ) A lot of 2's there!  : )  : )

 

A lot of helicopters also. All sorts of aircraft participated in the show but since I had my hands full with my own visitors, there was no time to go around and take photos of aircraft.

 

 

Best regards

Gabor

[Drifterdon]

Great stuff in this thread.   So glad it's pinned.

[BWDenver]

Glad to hear it's of use!

 

Still working on the T-33 article.

 

Bryan

[BWDenver]

On 7/17/2024 at 4:10 PM, BWDenver said:

Glad to hear it's of use!

 

Still working on the T-33 article.

 

Bryan

A screen shot from the Korean War Movie "One Minute to Midnight".  One of the few shots of an F-80A and the fixed seat.

[ya-gabor]

The countdown is on for the next show of my flight safety equipments. Exactly in one weeks-time, next Saturday there will be my stand at the Szolnok Air Force base. It is the yearly family day with the helicopter base.

 

As always something new and different will be on show this time.

 

More soon. : )  : )

 

Best regards

Gabor

[ya-gabor]

Everything is set for the Saturday event. (I hope so) 

Made few extras for the exhibits.

As always this time again something different will be on display.  : )

 

Best regards

Gabor

[ya-gabor]

Today was the family day at the Szolnok helicopter base. The weather was extremely hot with over 35-37 C, but it was an excellent event and very good opportunity to meet with lots of people, visitors both young and old, many of whom are either still active serving or have been using some of the things that I had on show.

More later.

 

Best regards

Gabor

[ya-gabor]

The show on Saturday at Szolnok Air Force base. Since it was on a helicopter base it was not really appropriate to take an all ejection seat exhibition like I did in June for Budaörs.

Something different was required this time so the idea was to show a little development of flight helmets of which several pieces could be familiar to visitors and active crews at the base.

More than a dozen helmets were chosen from the around 50 helmets I have. Unfortunately the early examples don’t have any manufacturers tags inside of them. They are a “primitive”, purely leather headgear. The best and only way of identifying them is from period photos. The later ones are more easy to date.  At the other end of the development line were the helmets flown in MiG-29 and in Mi-24 helicopters. A lot of O2 masks to go with them and all sorts of other bits and pieces were shown. Took a Soviet PPK-3 and for comparison a US CSU-13 G-Pants to the event as well as the NAZ-7 survival pack.

Oh yes, and there was a K-36 ejection seat also on display, after all ejection seats are the main stream of my interest.  : )  : )   : )

 

Best regards

Gabor

[ya-gabor]

For the Szolnok show a very different exhibition was prepared. Here are images of some of the helmets on show spanning almost 100 years of development. And of course the K-36 ejection seat also.

 

Best regards

Gabor

[ya-gabor]

Here is a little video of my stand and show this past weekend with a dirty dozen of helmets spanning 100 years of pilot headgear developement and of course some ejection seats also!  : )  : )

 

 

Best regards

Gabor

[BWDenver]

Enter the T-33A, TO-2/TV-2/T-33B

 

At one time or another the T-33 was designated the TF-80C, T-33, TO-2, TV-2, T-33A and T-33B.  Hopefully switching back and forth between designations will not confuse the reader.

 

 

On March 22^nd, 1948 the TF-80C took to the air with Tony LeVier at the controls.  The TF-80C, later T-33, was the new standard USAF/USN trainer and test aircraft for ejection seats in the late 40’s and 50’s.  You could make the case that the T-33 trained the world’s pilots, and many are still flying today.  They were even converted to QT-33 aircraft and used to sample blast and fallout effect from a series configuration of nuclear detonations in the Greenhouse operations on Eniwetok in 1951.

 

 

P-80C seats used in TF-80C Protptype

 

However, the TF-80C prototype was not a production airframe in that it had two of Lockheed’s first company made ejection seats from the F-80C, the follow-on 166 (estimated) production airframes lacked “Jettison seats”.  At some point they fitted the T-33 with what could be referred to as the second Lockheed “Jettisonable Seat” from the F-80C with headbox drogue chute.  This seat was installed in the T-33/TO-2 up to 51-4040.  To add interest to the mix, all the Navy/USMC airframes started with USAF SN, then were given BuNo’s.  Over the course of its service the T-33 would use all the Lockheed T-33 seat configurations at one time or another. 

 

 

While it’s easy to say the T-33/TO-2 would have multiple seats installed, it is more likely the airframe kept the post 51-4040 seat pan and frame, and USAF and USN/USMC AC were modified as new updates came along.  These included the incorporation of Frankfort Arsenal Gas Actuators, changes to the head box area, auto features and finally a ROCAT, or Rocket Catapult.  The final major US seat configuration was the “Low Level Escape System” incorporating a ROCAT and automatic sequences for ground level escape at 90 Kts. A final modification was the “Single Motion Ejection” handles on both left and right sides.  The piece meal upgrade process was in keeping with the USAF philosophy of upgrading existing seats rather than replacing seats.   As USAF was the controlling agency on T-33, they also controlled the upgrades.

 

The production TF-80C airframe started with fixed seats in airframes, based on USAF documents it’s possible the first 166 airframes had fixed seats.    For USN AC BuNo's 124570 - 126594 were delivered with fixed seats.

 

Initial seat configuration

 

 

Front seat

 

 

 

Aft seat

 

On July 1^st 1949 a decision was made by Wright Air Development Center, (WADC) on up and downward ejection seats, and they issued a contract to Republic Aviation Corporation for an upward ejection seat with the intent that seat would go into the TF-80C, as well as for the USAF “Standard Ejection Seat”.  At the same time the Stanley company was issued a contract for a downward seat with the intent of installing it in the B-45. 

 

 

This is likely the first time the Republic Seat has seen the light of day outside of WADC circles.

 

Initially the canopy of the WADC seat test AC, designated ETF-80C, had the area around the rear cockpit canopy removed completely.  On initial testing of B-47 seats in the ETF-80C they encountered significant turbulence associated with the modification.  Another cut down canopy was used and eventually sheet metal was added to the lower area of where the canopy sides would be to reduce the turbulence.  This was used for both USAF, USN and RCAF seat test aircraft.

 

 

TC-80C fitted with early F-80 seat, and Republic Test seat.

 

 

Final aft canopy configuration of the ETF-80C, nose mounted camera for recording the test.  A one or more additional AC were always present in a test to record it from different angles.

 

The RCAF obtained 20 of the early AC, with some early models lacking ejection seats.  Initially the fixed seats lacked headrests, but at some point, the rear seat got a headrest. 

 

USN TO-2  

 

WADC personnel to witness a Lockheed seat test in Sep 1948.  They had witnessed a similar test from an F-82 that did not go as planned as the headrest was not properly attached to the seat frame.  The catapult applied all the force against the headrest, so it was somewhat critical to get it right.  The first test did not quite go according to plan and when the smoke cleared, the seat frame and bucket were still in the TF-80C, and the headrest and other various parts were scattered around the area behind the TF-80C.   Some of the catapult parts were never located.  On subsequent tests they made sure the headrest was firmly Attached. 

 

 

On Nov 8^th 1948 WADC started ejecting dummy’s out of the back to the ETC-80C.  WADC was testing both the catapult and auto lap belt devices.  Prior to ejecting a “live” subject they determine they need 3 successful dummy tests.  The test No. Was painted on the side of the ETC-80C for recording purposes.  As the seat fired a light flashed on the wingtip of the test AC to assist in evaluating the ejection sequence.

 

 

The TF-80C was also a key test AC in testing Ejection seats.  The first live ejection of a US Service member was out of ETC-80C 48-357 over San Pedro harbor on May 31^st, 1949.  In the seat was CPT Vice Mazza in seat test 32 as signified by the large numbers on the side of the fuselage.  SSG Victor A James was the next live test with No 36.  The seat used in the series was made by Republic, in the hopes it would become the USAF “Standard seat”.  The seat utilized pop out flippers create drag to stabilize the seat and prevent tumbling.  The Republic seat was never chosen as the “USAF Standard” seat, but was chosen by Lindberg as the seat used in all of their jet fighter models.  The Republic seats had a Republic manufactured auto lap belt, but automatic features were slow in getting out to the field.  In the Mid 50's USAF had close to 28,000 ejection seats installed.  A logistical nightmare to say the least.

 

The Navy also used the TO-2, the USN designation, of the TC-80C as a seat test AC. 

 

In early 1951 the Air Training Command inherited the T-33, and its lack of seats.  To remedy this ATC ordered 332 seats to retrofit into the fixed seat airframes.  At some point it was decided to install the Lockheed F-80C seat in the early T-33 airframes.  I’ve never found a clear answer why the Republic seat was not selected.  But indications are the AC manufactures were not interested having a seat forced into their designs.  This led to problems and probably more than one death as the various seats had individual, and often complex, sequences to eject the crew.

 

Lockheed had experience with seats in the P/F-80C airframe.  However, its seat was fully manual.  It had simple footrests and armrests that had the catapult trigger on the right.  The armrests had shallow supports for the elbow. When the left arm rest was raised, the shoulder harness locked, the canopy had to be blown then the right arm rest raised, and squeezing the trigger fired the T-5 catapult gun.  If the pilot squeezed the fringing lever before the arm rest was full raised, the catapult would fail to fire.

 

It took a while to get it through  some pilots heads that the arm rests were not in fact "rests" to be used in flight.

 

The inertial reel was placed on the right side of the seat low on the seat bucket.  The headrest plate was likely made of plywood based on photographs.  But it at least was a known quantity. 

 

 

TO-2 with drogue headbox seat installed, one of the few photographs of this seat in an AC.

 

The tubular frame also lacked the ability to be adjusted up or down.

 

A USAF Flight manual, revised in April of 1951, refers to both fixed and “jettisonable” seats.  But no diagrams of the “jettisonable” seat are in the manual, or for that matter how to operate it. 

 

 

The first illustrations of the initial T-33 seat I found was in a maintenance manual dated 28 March 1952.  

 

 

Parts breakdown

 

At the time Those seats were likely the second Lockheed P-80 seat with the headbox drogue.  Starting around 50-320, the drogue headbox seat was installed up to, but not including, 51-4040. 

 

Colors

The initial color for USAF and USN/USMC ejection seats from the late 40’s was Interior Green, 611.  When the Federal Standard TT-C-595 was enacted in 1950, the number was changed to FS 34151. 

 

 

The early P-80. T-33 test seats had black leather headrests.  When the seat was modified with a headbox drogue canister a material resembling  plywood was the same color as the seat frame.  I should mention this is based on the F-80C at Wright-Patt.  Seatbelts, a faded light grey.  Handles on the seats are Yellow-Orange 614, later FS13538.  The drogue headbox seat had two red cushions where the pilots’ elbows would go. 

 

 

The right cushion is shorter as there was an opening for the seat safety pin, the left cushion was the length of the armrest.  The first seat with the black headrest is probably similar with regards to the arm cushions.  Ground safety streamers were also red.  The AC SN was stenciled in black at the midpoint on the seat back bucket.  Warning labels Insignia Red 619, then FS11136 with white lettering.

 

 

Cockpits, avionics, side consoles and instrument panel - flat black.  Areas below the side consoles Interior Green.  Cockpit canopy mounting surface red.  This area had a lot of chipping where the aluminum could be seen.

 

While the shots above are for an F-80C, the seat is the same as the first production T-33/TO-2 seat.

 

T-33 in models.

 

A quick check on Skalemates will return an incredible assortment of models, decals and aftermarket parts for the T-33.

 

One of the latest entries to the mix was Great Wall’s 1/48 T-33A, “Early Version”.  Which of course it’s not really an "early version" in that it has seats that resemble the late Low level Escape System seats with large square headrests.  More on that later.  In fact, just about everyone does this seat.

 

Verlinden did a T-33A interior upgrade that included two really nice seats, the headboxes are undersized, but they can be used to do the earlier seats.

 

Next up the Un-Modified/Modified seat of the Mid 50’s.

 

Edited Monday at 01:19 PM by BWDenver

[ya-gabor]

So one has an ejection seat. What do you do with it? Put it against the wall in the man cave? In the garage, in the basement. . . ? (tick the appropriate)

The easiest is to mount it on a custom made cart, on a support so it will be upright and at the correct angle. I did touch on this subject earlier. But, a seat is what? Around or at least, minimum 40-50 kg, but more likely somewhere around 100 kg or even more depending on the manufacturer. One has to move it around every now and then or in my case take it to air shows, exhibitions, museums. . . So it has to move around somehow. The wheel has been discovered for some time now, the solution is at hand.  : )  : )

 

For this particular seat I made the custom stand some time ago. But choose the easy solution and attached the first pairs of wheels from the shelf. One could of course go out and buy a few new ones from a DIY store. Had to take into account the weight of the seat and decided to use as big as possible diameter wheels to be able to move it around uneven surfaces, like a grass airfield. The wheels I had were taken from big workshop tool carts destined for scrap. Saved the wheels but did not do any other work with them.

Here you can see the way they looked like before and after and work in progress.  : )  : )

 

OK, lets clean them and paint to the standard red colour of all my ejection seat stands.

From here it is all just like plastic model building only this is a 1 /1 scale project. Apart from the fact that as a first step had to take them completely apart. They had a lot of dirt, spider webs, decades of dust accumulated on them. Thorough clean as a first step, with a good wash of rubber parts, go over with a piece of cloth soaked in solvent to get off any remaining lubricant. Gave it a good sanding, using about half a jar of good old elbow grease. Wipe off the sanding dust and a preliminary go over with solvent to get a pristine clean surface.

Did not do any pre-shading. Simply primer sprayed on as a base for the red areas while the silver ones were simply brushed on. No post-shading either, nor any filter or weathering or any of that usual Spanish crap. Sorry!

 

Left it for few days to dry completely. Reassemble with all the internal moving parts getting some fresh industrial grease. It is finished! In all spent about 6 workhours on it. Put back on the cart and it will be on show on the second weekend of November at our local GoForGo modelling event.

 

I think it looks more the way it should have been in the first place.

 

Next time a little about the ejection seat.

 

Best regards

Gabor   

[BWDenver]

Screen caps from ETF-80C 48-357 test 31, taken as a prelude to Mazza's live ejection.  As you can see the Republic seat does not quite fit into the TF-80C cockpit. 

 

You can see the built-up area around the aft cockpit in order to reduce the turbulence.

 

 

As the seat is triggered from the front cockpit, a wingtip light flashes to signal the camera ships the test sequence has started.

 

 

As the seat clears the cockpit the drag flaps deploy.  You can see the middle tube from the catapult starting to bend the instant before the seat separates.

 

48-357 was converted to the YF-94 prototype, and later to an NT-33A.