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Show TIMES Q July 20, 2006 W F-16 pilot Continued from 1 419th transfer Continued from 1 ' tions to solidify what the PE modification will look like, in coordination with System Program Office engineers. "We are now in the middle of completing trial installs, and doing a 'kit proof to validate that the modification instructions are accurate and complete," Mr. Stevens said. "Kit proof is where the kit of tools and instructions is given to mechanics who haven't done the modification work before. They follow the instructions to see if the work can be done, and if they run into problems, the instructions and tools can be modified. He added, "Once the kit proof is completed, the formal instructions can be published and the modification process fully implemented." "This $80 million workload over three years is key toward making a dramatic improvement to the capability of the A-10 aircraft for the entire U.S. Air Force," said Col. Art Cameron, 309 MXG commander. "Wewould have had to send the work elsewhere if it wasn't for the 419 FW and 388 FW and their desire to do what was in the best interest of the USAF and Team Hill. "This is a perfect example of what can be done when the reserves and active duty work together making decisions based upon the best interest of the USAF- those guys see the bigger picture!" Colonel Cameron said. Col. Scott Chambers, 75 ABW commander, agreed. "We all owe a debt of gratitude to the men and women of the 419th for their acceptance of moving from their home in Hangar 590. They understand the importance of the workload for the entire USAF and the jobs the workload will bring to Utah. "Likewise," he added, "we appreciate the 388th's flexibility and can do attitude in making this arrangement work for the good of Team Hill." For the next several months, 419th aircraft will remain parked on the current 419th ramp area east of the hangar. The aircraft will be moved to 388th area facilities in preparation for winter weather conditions (wing aircraft are usually towed under cover during snow storms, etc). At that time, a representative from Lockheed Martin in Forth Worth, Texas, was put on the line with Captain Seltzer. They worked through possible fixes to drop the nose gear as the two-ship formation made its way to Lake Thar-Thar. It was over the lake that Captain Seltzer ran into his second problem; the bomb under his right wing "hung" and would not jettison. "I thought Murphy's Law was in full gear," said Colonel Cline. The captain began to consider the possibility he might have to eject. "Here, that presents a whole other set of problems," he said. After 20 minutes of burning fuel and failed attempts to shed the munition, the captain knew it was time to face the inevitable, and the two F-16s turned home. "I was concerned about him landing and the nose gear collapsing — especially with the live munition," said Colonel Cline. "I prayed that God would get the nose gear down." knew my landing had to be perfect — this had the potential to be bad/' Pholo by Barbara Fisher Pat Vega, a fireman with the Hill Fire Department fire prevention section, rides In the bucket of one of Hill's ladder trucks during the Clinton City Heritage Days Parade Saturday. Not shown but also participating in the parade was Fire Inspector Breen Lowman. The Hill Fire Department along with six other city fire departments led off the city parade with sirens blaring. The department Is often asked to participate In local parades to show off their fire equipment as part of their community service program. They are scheduled to appear in the Roy Days Parade Aug. 5. — Capt. Michael Seltzer As they approached the runway. Col. Cline was told by the flying supervisor in the air control tower to "back off" from Captain Seltzer's jet as he landed because of the hung munition. "The adrenaline was pumping when I was ready to land," Captain Seltzer said. "I knew my landing had to be perfect — this had the potential to be bad." And that is when the pilots believed their prayers were answered. The hydraulic sequence valve, which caused the problem with the nose gear, suddenly functioned correctly, locking the nose gear into place and turning the third green light on. Maintenance crews later determined that if Captain Seltzer had landed with the gear stuck, it would have collapsed. Faulty release charges were to blame for the hung munition. Captain Seltzer said he was thankful for the tanker crew, which he believes prevented him from possibly crashing. "Whatever happened to make the landing gear finally extend happened in that extra hour the tanker bought me," he said. 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