My apologies. I had completely disregarded the fact that the new seats allow a sequenced ejection, irrespective of who initiates. I was only considering the individual seat capes.

As for Dash, the ejection was initiated at a very high speed. Would the new seat have compensated for what would have been a poor body position?

I would like to know the total cost to develop, test, purchase, and install the new seats into the fleet.

BTW, does anyone know how many T-38C's AETC is still using?

p.s. how do you remember it was called Uncle Nasty's?? Your memory is amazing. What else is amazing is that it is still there, 30 years later,... same location. Just called Nasty's now. How appropriate.

holy crap! That was 30 years ago this summer! When did we get old?

Sorry for the uneducated question, but could someone explain the sequence? I assume there are hand grips on either side of the pilot and pulling either one or both of them give access to a trigger. Now the trigger is pulled. Why not be tossed at that point - don't tenths of a second count here? Why the need to additionally pull the handle? Are there 2 handles - one between your legs and one above your head?

It's been about 40 years since I sat in a F4 and don't remember much - other than being told "don't touch anything yellow or black" - I was 10.

He is listing the boldface for ejection on two different aircraft. On the 37 it was a two step sequence. On the 6 its one step.

Yes they do. You have to remember the T-37 was designed in the 50s. No seats these days have a two-step ejection sequence. In fact in the F-15 its not even bold face, you know what to do.
So...back to the thread topic, yes get out! :cool:

Does the "6" also have fewer steps on the spin recovery procedure? As I recall, it was six steps for the T-37, and "boner points" were given to any student who couldn't recite them from memory. :o

There was a background paper on spinning (and recovering) the Tweet, and the aerodynamics involved.
That was a big "W T F?" to read.:eek:

The zero/zero capability of the new seat would have probably saved Oly's life too, although obviously that is speculation (Sorry to prolong the thread drift, but had to remember Oly, a truly awesome individual).

...as for the exit timing, I stayed in to retirement. Economically it probably wasn't the best strategy. In the twilight of a very mediocre career, I chose a non-flying exchange job to a great location (Germany), but didn't get a follow-on flying job, which made the transition to airlines difficult. I don't regret the decision at all, and have no plans for the airlines now. As Nietzsche would say, make a "reevaluation of all values" (yours) and make a choice consistent with those, and you will not be bitter or regretful at the outcome.

I am in a similar situation and am making the jump. You have two huge things going for you: You are current and you have a retirement to cushion the first year.

Lots of good advice above about getting yourself ready. I would follow it and have a backup plan (I have some other non-flying irons in the fire in case it doesn't work out for whatever reason).
Don't let the bitter "there is no pilot shortage, no off the street hiring, have to wait for the flow throughs" crowd jade your decision. I know a dude who went on terminal two weeks ago and got hired by United the same week. He had minimal networking, no interview prep (he said he regretted that one), and less hours than you. Not saying that it is going to be wide open, but if you put some effort into it, there are jobs out there.

Since the handle is in a different place, it is probably irrelevant, since the impact would not have initiated an ejection with the new seat.