I was formation lead on a three-plane ferry flight from NAS Meridian, Miss. to Salina, Kan., for a weapons detachment. The forecasted weather was 100-knot headwinds at altitude and isolated thunderstorms at our destination. We had a standard brief, followed by an unventful take off and join-up.
Heading northwest at FL390, Center asked if we could climb top FD410 (the service ceiling of the T-45C). I set power for max range continued, unaware of the impending excitement.
Fifty minutes into the flight, I contacted Little Rock Metro to recheck the weather in Salina. As I considered diverting to our planned alternate because of active thunderstorms and lower-than forecast ceiling at Salina, I saw the exhaust-gas-temperature (EGT) gauge spike. "That's strange," I thought, and tapped the gauge (which all seasoned aviators know is the immediate-action item for erroneous indications). The master caution and corresponding engine-control-amplifier (ECA) caution lights came on just as I tapped the gauge. Suddenly, I heard a loud bang, then a quick series of popping and grinding noises from the engine compartment, followed by a second loud bang. The rpm and EGT rapidly decreased, confirming the flameout of my only engine. This was going to be a bad day. My first thought was, "I never again will tap another gauge
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