Jetrader - November/December 2009 - 21

would be spending the night out here. At about 300 ft. above the ground, I yanked the seat kit’s release handle and made sure it was still tied to me by a long lanyard. Releasing the heavy kit ensured I wouldn’t land with it attached to my derriere, which could break a leg or cause other injuries. I then tried to recall what survival items were in that kit, as well as techniques I had been taught in survival training. Looking down, I was startled to see a fairly large animal—perhaps an antelope—directly under me. Evidently, it was just as startled as I was because it literally took off in a cloud of dust. My ﬁrst-ever parachute landing was pretty smooth. I landed on fairly soft ground, managing to avoid rocks, cacti and antelopes. My chute was still billowing in the wind, though. I struggled to collapse it with one hand, holding the still-frozen face plate up with the other. “Can I help you?” a voice said. Was I hearing things? I must be hallucinating. Then I looked up and saw a guy walking toward me, wearing a cowboy hat. A helicopter was idling a short distance behind him. If I had been at Edwards and told the search-and-rescue unit that I was going to bail out over the Rogers Dry Lake at a particular time of day, a crew couldn’t have gotten to me as fast as that cowboypilot had. The gentleman was Albert Mitchell, Jr., owner of a huge cattle ranch in northeastern New Mexico. I had landed about 1.5 mi. from his ranch house—and from a hangar for his two-place Hughes helicopter. Amazed to see him, I replied I was having a little trouble with my chute. He walked over and collapsed the canopy, anchoring it with several rocks. He had seen Jim and me ﬂ oating down and had radioed the New Mexico Highway Patrol, the Air Force and the nearest hospital. Extracting myself from the parachute harness, I discovered the source of those ﬂ apping-strap noises heard on the way down. My seat belt and shoulder harness were still draped around me, attached and latched. The lap belt had been shredded on each side of my hips, where the straps had fed through knurled adjustment rollers. The shoulder harness had shredded in a similar manner across my back. The ejection seat had never left the airplane; I had been ripped out of it by the extreme forces, seat belt and shoulder harness still fastened. I also noted that one of the e two lines that supplied oxygen n to my pressure suit had come e loose, and the other was barely y hanging on. If that second line e had become detached at high altitude, the deﬂ ated pressure suit wouldn’t have provided any protection. I knew an oxygen supply was critical for breathing and suit-pressurization, but didn’t appreciate how much physical protection an inﬂ ated pressure suit could provide. That the suit could withstand forces sufﬁcient to disintegrate an airplane and shred heavy nylon seat belts, yet leave me with only a few bruises and minor whiplash was impressive. I truly appreciated having my own little escape capsule. After helping me with the chute, Mitchell said he’d check on Jim. He climbed into his helicopter, ﬂew a short distance away and returned about 10 min. later with devastating news: Jim was dead. Apparently, he had suffered a broken neck during the aircraft’s disintegration and was killed instantly. Mitchell said his ranch foreman would soon arrive to watch over Jim’s body until the authorities arrived. I asked to see Jim and, after verifying there was nothing more that could PHOTO COURTE SY OF LOCKHEED MARTI N be done, agreed to let done Mitchell ﬂy me to the Tucumcari hospital, about 60 mi. to the south. I have vivid memories of that helicopter ﬂight, as well. I didn’t know much about rotorcraft, but I knew a lot about “red lines,” and Mitchell kept the airspeed at or above red line all the way. The little helicopter vibrated and shook a lot more than I thought it should have. I tried to reassure the cowboypilot I was feeling OK; there was no Complete Turbine Service, LLC Forever Forward>>> Ofﬁce: 954-764-2616 Fax: 954-764-2516 www.completeturbine.com Repair Station Certification Numbers: FAA CRS # K0WR728X / EASA.145.5555 CTS has built our reputation on Trust, Integrity, and Honesty while upholding the highest standards in professionalism and quality. Let us show you how we can provide you with Complete Turbine Service and the Satisfaction you deserve. You have my word on it. Konrad J. Walter - President/Member 428477_complete.indd 1 Jetrader 11:22:36 PM 21 4/29/09

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Jetrader - November/December 2009

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