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Show HiCtop September 14, 2000 tance of my flying again soon and I needed the flying time to meet my requirements. On this flight, we flew southwest over the area between Salt Lake City and Tooele at night at a similar altitude, and performed the same role as before, a target for fighter jets. After two hours of uneventful flight we returned to the Salt Lake Munic- Flight, from page 9 then examined by a flight surgeon. With no injuries they seemed satisfied with my answers to their questions. No one knew accident what caused our Shortly thereafter, Jansen arrived in another ambulance. He had landed in an open field a couple miles west of me. He struck his tailbone and had a minor injury. After he was questioned and examined, an airman drove us back to the National Guard at the Salt Lake Airport For a moment I thought I wasnt going to get out I told Jansen. "Thanks for your instruction. You learn quickly, Jansen replied. Yes, I learned more than I ever wanted to know. The following day, local newspapers published our pictures and described our accident There were several radio spots and television reports of our crash. After examining the aircraft and its parts at the crash scene, the investigators concluded that a turbine blade from the jet compressor, which had evidence of a previous crack, broke and was propelled through the side of the aircraft, igniting a fire and extinguishing the aircraft s power. About two weeks later, Lt David Noall I was asked me to go fly again in a of reminded me but the he reluctant, impor in-flig- ht F-86- L ipal Airport On approach, Noall lowered the landing gear, but a warning light indicated that the landing gear wasnt locked in place. I knew the aircraft could collapse on touchdown and skid down the runway on its belly. Noall pulled up, increased our air speed, and flew around the airport thinking about what to do. After discussing the problem with the Salt Lake Tower, he again raised and lowered the landing gear. Still, the red indicator glowed. Noall informed me of our problem and two options. The safest approach is to climb 10,000 feet over the airport and eject, he said. Another option is to have the ground crew foam the runway and then attempt a crash landing. I was struck with a paralyzing fear of having to eject again, thinking I might not be so fortunate this time. My legs shook uncontrollably. There was a tremor in my voice, and tears were running down my face. Just the thought of having to eject T-3-3. must have played a critical role. Two positive things resulted from these experiences. First, after I described my experiences in detail to the commander of the School ofAviation Medicine, flight surgeons now receive formal and specific training in emergency ejection procedures. Second, as a result of surviving through use of a parachute, Jansen and I became members of the Caterpillar Club. This club was formed in 1947 to recognize individuals who either packed orused a parachute successfully in an emergency. I still feel honored to be a member of such a small and select group of airmen. I continued as a flight surgeon in the Utah Air National Guard for another six years before resigning to devote more time to my wife and children and my work at the University Medical Center. h Now, over 40 years later, my experience in the Utah Air National Guard remains fresh in my mind. Just thinking about my two eventful flights in aT-3-3 jet trainer provokes an increased heart rate and elevates my blood pressure. When I attempt to describe my flying experience, I still get an emotional crack in my voice. Every time I do travel by commercial airlines I wonder if fate is still in pursuit and I listen carefully to the safety instructions prior to takeoff and landing. again was producing an intense reaction. It seemed incredible that a second acci-de- nt was happening to me within two weeks. Well fly over the tower and ask them to assess the condition ofour landing gear, Noall said. Although it was dark, floodlights allowed them to see us. The tower told us the landing gear appeared to them to be in place, but we couldnt be sure. Noall again dis- cussed our options. I recalled that Jansen earlier quoted a regulation about not attempting crash landing at nighttime. Ididntknowifitapplied to our situation, but if Noall didnt remember, I wasnt going to remind him. Myvote was for attempting to land and taking our chances with a collapsing landing gear. Noall agreed and instructed the tower to prepare for a crash landing. We made our third approach to the runway with the landing gear down and a flashing red light indicating that it was not locked in place. The landing was smooth and uneventful. 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