God’s Messenger and Hands
In February of 2008, a pilot in his Mooney departed Houston (TX) with one passenger on board. The pilot was flying his friend back to Mountain View (MO). The weather in Houston was warm, short sleeve shirts were the order of the day. Since the weather was so mild near the gulf, the pilot didn’t think about a jacket, so off the two flew. Going north during February without doubt will place one into a cooler climate. Only planning to drop off his passenger friend, the pilot assumed no heavy coat or winter equipment was necessary.
The author on left, Claude Jinks on right. Both are pilots.
The trip north was uneventful. It was terribly windy, or so it seemed. The cruise speed was well above normal for the Mooney. The two enjoyed the company and scenery. Getting to Missouri had caused the experienced pilot to realize the error of his ways. The wind was stronger, the weather colder than forecast. Dropping off the passenger went well. On the way back during the early afternoon, the winds seemed to increase. The turbulence got stronger with the increased wind. A strong and most ‘unusual’ high surface wind this day had come to the central Ozarks Mountains.
The turbulence was so bad that the pilot made the decision to land in Mountain Home (AR). A call to Unicom frequency of the airport brought back a stern lady who asked the question, “Sir, do you realize that we have forty-five mile an hour crosswinds.” Knowing that the plane he was flying most likely had a maximum crosswind component of twenty-two miles per hour. The Unicom question demanded that the pilot make a decision to find a runway facing into the wind. That would take an east-west runway.
An aviation chart showed that a town about forty-five minutes to the south had the perfect runway… east-west would accommodate a landing directly into the westerly wind. Little did the pilot know that at about the same time he would make that landing in Russellville (AR), the wind would now exceed the forty-five miles per hour given to him in Mountain Home. The turbulence was so strong that the desire for the pilot to get on the ground was immense. There is just so much bouncing and kicking one can stand in one day and this pilot had just experience his share passing over the Ozark Mountains. So with the wind sustained at thirty-nine miles an hour with gust up to and including fifty-nine miles the pilot uses much of his skill to get the slick, streamed lined Mooney to the ground. Once the wheels touch, a sigh of relief was felt. The plane rolls to a stop and the pilot from warm Houston is now faced with some cold temps and no jacket and for sure – unusually strong winds.
While being on the ground was good, it brought other problems… no car, no coat, and no place to spend the night. The Fixed Base Operator (FBO) offered him the courtesy car, loaned him a jacket and directions to the local motels. Now all his problems were solved, at least for the day.
The next morning, the battery in the plane was dead and would not turn the engine. Thanks to the cold temperatures of the Arkansas evening. During the recharge of the battery, the pilot and the FBO manager discussed the destination of the pilot. That being Houston (TX) home of M. D. Anderson Cancer Center. Just by chance a local pilot had moved to Houston while his wife was being treated at the Cancer Center. The Houston pilot took an interest in this pilot now living in his hometown.
Now, we have pilot and plane that took safe haven in a small town in Arkansas during a clear, but very windy day. Arkansas normally only has wind of that velocity during a thunderstorm or a tornado, that was not the case this day. For some unexplained reason, the sixty mile an hour west wind developed and were consistent all afternoon. We have a pilot in Houston with his wife at M. D. Anderson who resides in this town that now has the Houston pilot as a visitor. An FBO manager mentioned the local temporary pilot living in Houston. All of this is about to mix in a most unusual way.
It seems that the pilot from Houston grabbed one of the publications on his way out of the FBO. With the name and phone number of the transplanted Arkansas pilot who had been living in Houston for five months. He and his cancer ridden wife have been in a strange town with no friends or contacts except for those at the hospital. On his way back to Houston, the pilot scanned the magazine and was impressed. He was determined to make contact with the publisher on his arrival back to Houston. Almost as soon as he had parked his plane, he calls the Arkansas pilot with an invitation to come to his home for a steak dinner.
The offer was appreciated by the publisher, but due to the condition of his wife it was impossible to accept the invitation. This was the last contact he had expected from this friendly Texan that just concluded a most unusual trip through Arkansas. The Texas pilot continued to call and to show concern about the sick wife. He knew how serious this was and arranged a dinner meeting the next Sunday after church at the cafeteria of the hospital. This was acceptable to the publisher. He could be away from his hospitalized wife for a few minutes to have lunch with this persistent, but friendly, Texas pilot.
At the meeting, much was discussed. A variety of trips the Texas Pilot had taken, life in the Houston area, and his church. Having belonged to the Second Baptist Church in Houston, this messenger was about to plant his seed. He offered the publisher the opportunity to visit the church or to receive any assistance from its members in help with his ailing wife. A kind offer, well meant and taken. At this time, there was no need for assistance and the offer was appreciated with thanks. On this Sunday, the publisher’s wife condition was getting increasingly more serious.
By the next Thursday, the wife’s condition had worsened, and the doctors were more open about the failure of M. D. Anderson’s cancer treatment. The Large B Cell Lymphoma cancer within his wife’s body has come back with a vengeance after the stem cell transplant. This was not expected by the couple or the doctors. The once considered successful stem cell transplant operation has turned into major disaster. The long-term success once considered by the two is now a long and very remote possibility. Death is knocking at her door, it seems.
The couple had enjoyed forty years of marriage; this was the darkest moment of their lives. A failed stem cell transplant, the lack of strength to go through another heavy round of chemo, the negative words of the doctors and nurses, and the ever presence of the dark cloud nearby placed a heavy burden on the two. It was time for a most serious decision, to remain in Houston for more “experimental” treatment or to go home and for one last visit. It would be one of their most difficult decisions ever made. The two discussed possibilities. Her chance to live was given by one doctor as “possibly good”, but I had been told by another doctor to, “Take her home and let her die. She has only 30 days to live.” He was right, but the slim chance the other doctor gave was enough for her to want to stay. The new round of chemo “might” work. Thus, it was decided that she would take this suggested round of Chemo. If the new round of chemo didn’t work, the next step….. well… actually, there wasn’t one. All along the couple’s partner in this endeavor was God. The new chemo was started, but it didn’t take long to see that she was failing and going down, not up. It was obvious that things were going seriously awry. It was time to contact a minister who was local in Houston.
The only problem was the Arkansas couple was a long way from home, not knowing anyone in the Houston area was a detriment. Not knowing anyone associated with a local church… WAIT! What about this wayward pilot who had stumbled into the hometown of the publisher? What about this wayward pilot’s persistent attempt of friendship to a total stranger? What about the lunch meeting where his church was mentioned briefly? What about this wind that placed the wayward pilot in the perfect location to become a catalyst?
The publisher’s mind went back to the lunch meeting with the Houston pilot and the casual mention of his church and the offer to help. As the situation with the ailing wife worsened, it became apparent that this newly acquired friend now had a most important place in the lives of the two Arkansas transplants.
The discussion between the ailing wife and husband came to a point where the need for spiritual counseling was needed. Being a Baptist, the Arkansas pilot pulled out the piece of paper with the number of this Texas pilot. The call was made. In a broken voice he said, “Claude, I need help. My wife and I want to talk to your minister. Our situation had gotten worse, and it appears that we are losing this cancer battle. Can you help?”
Even though he was working in a distant Texas town as a pharmacist, he made the necessary calls to assist his new found friend from Arkansas. Within hours, the request was fulfilled. Not just one person from his church came, but two came at separate times within minutes of each other.
They counseled, prayed, and befriended the Arkansas couple. This was at a most important time while being far away from their home and with what is now believed the last few weeks of this lady. Having no place to turn in a large city like Houston put a tremendous burden on the couple. The pilot from Houston, coming in contact with Russellville due to the extreme (and unusual) winds, his determination to befriend this couple could make no sense – BUT IT DOES. It was a “Wink from God.”
There are things which happen in our life of which we can’t explain. One may call them ‘accidental occurrences.’ I prefer the “Wink from God” title. If you believe there is no God, please read this again – you must have missed some key words. All these occurrences DIDN’T JUST happen. I believe they were orchestrated by God. I don’t believe there could be that many ‘accidental happenings’ to make this event happen. It is too big… to enormous… to unusual… to fantastic… to Godly…
In the couples darkest of time, there was only one set of footprints in the sand, not three. That was because God was carrying us. The actors in this “Wink from God” have names. The couple from Arkansas was Ralph and Sudie McCormick, the publisher of this magazine. The pilot from Houston was Claude Jinks, one super fantastic individual whom God placed in our face to guide us through this tragic part of our life.
My wife died only three weeks from the time Claude’s church members came to our aid. She was on the right road to Heaven, for sure. That was almost three years ago. This story was written days after she died. It has taken me this long to be able to share it with you, writing these last few paragraphs. Even now as my fingers type these words, I have tears sliding down my cheeks. It wasn’t that I didn’t want to share God’s work; I just wasn’t ready for it mentally. I am now.
I want everyone to know that each of us have moments or events that we can’t explain. Things happen that are beyond the realm of logic. God makes them happen. That isn’t just in one person’s life… he does it for all of us. Would I have preferred to have kept Sudie on earth, sure but that wasn’t to be. I see that now, this was to be. God now has my special angel by his side.
As my dear friend told me after hearing this story right after it took place, “God surely wanted to make sure Sudie was by His side.” I do believe that. I know she is.
THE REST OF THE STORY!
This is a true story of a man who had God in him. He came at the right time and was certainly sent from God. I knew some day I would print it in my magazine FLY-LOW. Our trip to Houston began September 2007 and ended February 2008. I couldn’t touch writing the story until healing took place. That would be in 2013.
At that time, I felt that God’s story with Claude, Sudie, and myself be shared. As hard as it was to live the story, it was a thousand times harder to type the story and have the guts to print it. I did, finally!!!
Claude Jinks took his plane to Heaven on October 18, 2023.
By Ralph McCormick ©
This photo is untouched, actual shot just before takeoff at grass strip in Colorado in 2019 — ©
“Doc” this is your cover!
Guy ‘Doc’ Baldwin
Picture of ‘Doc’ Baldwin in rear seat @ FSM.
Tucumcari NM October 4, 2006
Preface: “Doc” had great skills in aerobatics. He made friends easily. Always laughing and being the center of attention and jokes. He dished it as well as took it! He was a man’s man and women loved him. He just stood out in a crowd and in the air. I ran this article back in 2006. I now present it to history and for those who loved him.
I spoke to him as he was getting into his plane and he made the statement that, “I’m going to fly lower today in the performance. Unfortunately, way too low. During the airshow, ‘doc’ went into a loop and was to come out of it close to the ground. He miscalculated and hit the ground. I was the first person to the crash plane. One look and I knew he was gone.
From my article Throttle Forward in Fly-Low Magazine.
By Ralph McCormick
I arrived at Tucumcari (TCC) on Tuesday afternoon for a Wednesday air show sponsored by the Tucumcari (NM) Rotary Club. One of the performers was ‘Doc’ Guy Baldwin. ‘Doc’s’ Extra 300 was there when I arrived. I went over to a group of aerobatic pilots including ‘Doc’, Randy Harris, and a few more. ‘Doc’ was in good spirit and joking around. He started on me with, “Why is it that I have never made your front cover? Randy’s been on it and ….” He went on to name others that had been on the cover. I explained that I had his cover in the works…
‘Doc’, jokingly, kept after me. He came back with “Everyone has been on your cover, but not me. Why is that?” I was at a loss for words… he was pushing me, in a joking way, and I was having to move fast to keep up with him… So, I started this story about how Randy had advertised with me and spent three thousand dollars and that ‘Doc’ had advertised with me and spent fifty dollars the same month… I continued with on my way to the bank, I held Randy’s three thousand dollar check in my left hand and Doc’s fifty dollar check in my right hand saying front cover (waving Randy’s check in my left hand) and then waving my right hand and saying front cover (‘Doc’s check). I kept weighing the front cover option all the way to the bank and would you believe it I told ‘Doc’, Randy won.” There wasn’t a bit of truth to the story, I was just trying to get ahead of him.
That helped to quiet ‘Doc’ for a moment, he said to Randy in amazement, “You didn’t?” The kidding went on for several conversations that day. I kept my guard up and actually was working on a story about him for the magazine and cover for a future issue.
EVERYONE ELSE HAS BEEN ON FLY-LOW’S COVER!
I continued to shoot photos of ‘Doc’ for that afternoon and the next morning for the upcoming story. This he didn’t know. Just before lunch a group of us were together visiting and ‘Doc’ brought up the front cover issue again. He started counting the aerobatic performers that were there and had been on the cover. Herb Baker walked up and ‘Doc’ asked if he had been on the cover and he had. Bob Carlton’s name was mentioned and he had, someone said twice. ‘Doc’ kept on going…
I spoke up and said, “Let me go get the line boy here at Tucumcari and the guy who mows the grounds, they both have been on the cover.” We all laughed, including ‘Doc’. This had been one of our best ‘sparring’ opportunities. ‘Doc’ was enjoying getting ‘my goat’ and I was having a good time firing back at him. It shows the relaxed attitude and kind heart the man had. He truly enjoyed life!
I finally gave in and said, “Ok! I’ll do a story and cover on you. I can’t take the pressure.” He said, “Good, and remember to say that I am the ‘World’s Greatest Aerobatic Pilot!!!” I repeated it… “You’re the World’s Greatest Aerobatic Pilot?” And he repeated it… After we said it back and forth about four times, we laughed. It was over and we had exercised our best banter in fun. It is a memory that I will treasure, always.
THIS IS YOUR COVER, MY FRIEND
This issue, the front cover is for you, ‘Doc’. It is not how I envisioned the cover when we spoke. I must say it one more time, “You are “The World’s Greatest Aerobatic Performer!!!” Thanks for sharing your life with me and thousand of others. We will all miss you and will keep a photo of you and that Extra 300 in our memories for the rest of our lives. You are an inspiration to so many!
Our love, prayers, and condolences go to Felice, Hunter and Brittny.
Throttle Forward and Fly-Low…
Throttle forward
a mixture of aviation history
Aeronautical Builder
Claud Holbert
Claud Holbert was one of the first aviators of Arkansas
By Dave Wallis
Claud Holbert arrived on the Arkansas aviation scene in 1926; when he fibbed about his age and joined the Arkansas Air National Guard, flying his first solo flight at age 17 in a Curtis JN-4 Jenny.
During the flood of 1927, Holbert flew supplies to victims in eastern Arkansas and along with other Air Guard pilots, gained the Guard a presidential citation. He flew for the Arkansas Air Guard for 13 years, spending many hours aloft in aerial photographic assignments. To supplement his income, he taught fledgling pilots how to fly and realized flight instruction could be the foundation for a new business in Little Rock.
http://www.arkavhs.com/arkansas-aviation-hall-of-fame
In 1939, Holbert and a partner, Ed Garbacz, another pilot in the Arkansas Air Guard, borrowed $1,241.00 and purchased their first aircraft, a Taylorcraft. With one aircraft, Central Flying Service of Little Rock was established.
It is interesting to note how and why Central Flying Service was established. Just prior to World War II, the federal government decided it needed a program to train civilians to fly. Thus, the Civil Pilot Training (CPT) Program was launched, with the program funded through colleges and universities. The schools would then contract for the flight training. However, the schools could not contract with individuals. To conform to government regulations of the CPT program, colleges and universities were required to do business with organized flight companies.
When Little Rock Junior College (now the University of Arkansas at Little Rock) was certified for CPT, Garbacz and Holbert needed a company to train fledgling pilots. The organized Central Flying Service in December of 1939.
As war clouds gathered over the nation, the two Little Rock aerial entrepreneurs were ready. Central Flying Service began training pilots for the Civil Pilot Training Program, producing forty pilots in each nine weeks course.
After the war, times were tough for aviation endeavors as the Nation re-geared its economy for peacetime pursuits. Holbert’s conservative approach to business kept Central Flying Service aloft during the lean years. The company grew steadily. To Arkansas, Holbert brought the first multi-engine plane for commercial service, a Ford Tri Motor; the first turbo prop charter with a Beech King Air; the first jet charter, utilizing a Lear Jet, and the first jet helicopter charter service, using a Bell Jet Ranger.
But even while building the state’s largest aviation firm, Claud Holbert never retired from active flying. He logged over 50,000 hours before his death in 1983. At the time of his death, he was Senior Pilot Examiner in the United States. Central Flying Service continues to serve the state through the leadership of Holbert’s sons, Richard N. “Dick” Holbert and Donald L. Holbert.
Claud Holbert once commented on his long and successful career in aviation, “How many men get to make a living doing what they most enjoy in life? I have been lucky enough to do just that. Flying is what I love: and it has given me experiences and friends I could never have had otherwise. I am just very lucky.”
There was other builders of aviation firms across the state – men like Buck Carter of El Dorado, Kenneth Starnes and Dennis Cantrell of Conway, Ken Garrett and Walton McCauley of Pine Bluff, Raymond Ellis of Fayetteville… just to name a few. But Claud Holbert was the master builder. Luck may have been a factor, but obviously Holbert had a vision and the talent that carried him far.
This story was taken from the book “Eight Nine Romeo Poppa” by Dave Wallis.
Mountain Flying Bible
Mountain flying Guru:
Sparky Imeson
Written in 2001
By Bob Mack
Planning a trip to the mountains? No not the Ozarks or Boston Mountains, but those rather large mountains west of here. In fact, the mountains west of Texas and Kansas. In those beautiful Rockies a “mountain high” can be 14,500 feet msl. Now that is a real high. Having flown in those mountains, they will certainly make one respect them and their windy days. I have had the pleasure of receiving a plaque from landing at the highest airport in the continental United States, Leadville, CO. The runway is 9927 feet above sea level (more current measurement placed it at 9934’ msl somewhere around 2015). It is one high puppy… It was a cool October day in 1999. I was in a new 1999 Cessna 172 (rented). The wind was as it always is in the afternoons in Colorado, strong. The airport management at Leadville will present you with that plaque since it is an uncommon feat. It is an event that can only happen at those 9927 msl feet airport. I do recommend that a pilot get some form of Mountain training before attempting to challenge the “majestic purple mountains”.
There is another thing, which will help a pilot prepare for the experience of mountain flying. That is the Bible. That’s right, the Bible. The “Mountain Flying Bible” by Sparky Imeson. Imeson has produced several books and videotapes. Sparky (his real name) Jim Imeson was born and raised in Jackson, WY. He grew up in the mountains near his grandfather’s homestead, enjoying hunting, fishing, and camping. As a Boy Scout, he was introduced to flying with a ride over Cheyenne, Wyoming, in a DC-3.
In the late 60’s, as part owner of Imeson Aviation at Jackson Hole Airport, he became alarmed at the number of aircraft accidents attributed to mountain flying. He couldn’t find a book on the subject, so he wrote Mountain Flying. Most of his 16,500 hours are in small airplanes over the Rocky Mountains.
Imeson’s latest book Mountain Flying Bible when read, will not only prepare a pilot for the mountains, but will make a better low “lander” pilot. Since this book is such a large and comprehensive work, I am going to cover just a small portion for this issue. It is a must reading and can be found in most bookstores or over the Internet.
These are the dos and don’ts of mountain flying:
Don’t fly into unimproved mountain strips without a minimum of 150 hours total flight experience. Even then, be proficient at slow flight maneuvering.
Don’t plan a cross-country flight into the mountains when the wind at mountaintop level exceeds 30 knots unless you are experienced in this type operation (strong updrafts, strong downdrafts and moderate or greater turbulence). This does not preclude taking a “look-see.” Often with a stable air mass the air will contain very little turbulence during these high-wind conditions. Expect the wind velocity to double or more in mountain passes and over the ridges due to a venturi effect.
Don’t choose a route that would prevent a suitable forced-landing area.
Don’t leave the airplane without a compelling reason if you have executed an emergency or precautionary landing. Temporary evacuation may be necessary it a fire hazard exists.
Don’t become quiescent with weather reports of ceilings of 1,000 – 2000 feet. The ceiling is reported above ground level. Often, in the mountains, the weather reporting facility will be surrounded by mountains that extend thousands of feet higher than the facility. Clouds may obscure the mountains and passes in the vicinity.
Don’t go if the weather is doubtful or “bad.”
Don’t fly VFR or IFR in the mountains in an unfamiliar airplane make and model.
Don’t make the landing approach too slow. Some pilots feel they must make a low approach on the backside of the power curve to get into a mountain strip. This “hanging on the prop” is a dangerous operation.
Don’t operate low-performance aircraft into marginal mountain strips.
Don’t forget or fail to realize the adverse effect of frost. Less than 1/8 inch of frost may increase the takeoff distance by 50 percent and reduce the cruise speed by 10 percent.
Don’t fly the middle of a canyon. This places you in a poor position to make a turnaround and it subjects you to shear turbulence.
Don’t attempt VFR flight in mountainous terrain unless you have the minimum visibility you have established as a personal safety standard.
DO File a flight plan for each leg of your flight. Also, make regular position reports to allow search and rescue personnel to narrow down the search area if you are overdue on the flight plan.
DO check all aspects of the weather including weather reports and forecast.
DO familiarize yourself with the high-altitude characteristics and performance of your airplane. This includes the takeoff and landing distance and rate of climb under various density altitude conditions.
DO spend some time studying the charts to determine the lowest terrain along the proposed route of flight.
DO have confidence in the magnetic compass. The compass is the most reliable instrument.
DO plan the fuel load to allow flight from the departure to the destination airport with a reserve to counter unexpected winds.
DO fly a downdraft, that is, maintain speed by lowering the nose of the airplane. Unless the airplane is over a tall stand of trees or near a shear cliff, the downdraft will not extend to the ground.
DO approach ridges at an angle. The recommendation is to use a 45-degree angle approach when in a position of one-half to one-quarter mile away. This allows an escape, with less stress on the pilot and the airplane.
DO make a stabilized approach for landings. Since the late 60’s the power off approach has been discouraged because of thermal shock to the engine.
The novice mountain pilot should plan the flight to remain 2,000 feet above the terrain along the route of flight. Never fly in a canyon where there is not room to execute a turnaround maneuver.
A handy rule of thumb for operations from a short runway (or high-density altitude) is:
If you obtain 71 percent of the speed necessary for rotation at the halfway point of the runway, you can take off in the remaining distance. If not, abort the take off.
Lean the mixture in accordance with the airplane manufacturer’s recommendations. With no recommendations, lean the mixture at 5,000 feet density altitude during a climb at full throttle.
That is a taste of only the first ten pages of the book. As I said, it is good reading for any pilot. Pick one up and enjoy learning.
If you are serious about getting mountain training in Colorado, I suggest you contact one of the many high altitude airports in one of the Rocky Mountain states.
To get more mountain flying information go to www.mountainflying.com.
While flying in the mountain’s, flying low is impossible. So just fly safely!!!
September 2024
Insight to the article
by Ralph McCormick
Sparky Imeson became a good friend of FLY-LOW and mine over the next years. He wrote many books, performed many lectures on safe mountain flying. He died in a crash of his Cessna 180 in the mountains near Bozeman, Mt. in March of 2007. The NTSB released its final report and it showed evidence at the site such as ground scars, contact evidence on the trees, and impact damage to the airplane were “indicative of a high-speed controlled flight collision with trees,” the board said.
There was no evidence of any failure or problem with the airframe or the engine prior to the crash. The report noted that a witness had seen an airplane similar to Imeson’s near the accident site that was flying about 20 to 30 feet above the ground “at a high rate of speed,” but there were no witnesses to the actual crash. The board concluded that the probable cause of the crash was “the pilot’s failure to maintain clearance from trees and terrain while maneuvering at a low altitude.”
As always in a crash like this we will never know it the accident was caused by winds, engine trouble, poor judgment, or mechanical problems? It was reported that he was flying back to the location his recent crash with a friend two months before. Both received no injuries in that crash. He was alone in the fatal crash.
Again, I repeat: My friendship with Sparky and his wife over those years was an important period of my life. I regret to report the death was in the mountains. He saved many lives with the knowledge in his books. Yet, the mountain flying took his life.
Throttle Forward
FLY-LOW Publications came to life in 2000. I had just retired from retail and was fifty-five years old. I was thirty years with retail public and needed a rest. I found it and a way to make money, deduct my airplanes, meet new people and get old doing something I enjoyed, FLYING.
What you have below is one of the first columns of Fly-Low, the magazine. The magazine was put to bed some years of go when I actually did “retire.” This site will preserve paper and words that need to be in history. By posting them here, it will be. If you enjoy, please send an email and we will notify you as we post pages.
2001
This month, as our cover represents, is the 99th year of powered flight. As we look forward to next year, the 100th Anniversary, I didn’t want to overlook this December’s anniversary. The Wright gliders were the forerunner of the main event. December 1902 was the year of the gliders. Therefore, we have featured a photo composition on our cover. This monument to aviation and the Wright brothers is at Kill Devil Hills, NC. The glider was a photo of one of the original Wright Gliders. Next year will be a good time to make a trip to Kitty Hawk, the pilot’s Mecca. You can fly and land at the “first airport”. On this small strip, tour flights are available should you drive. You will also find a small museum in the park. It is a beautiful area to visit, driving right along the coast of the Atlantic Ocean. The sand dunes now hold motels and restaurants. Just as flying has changed, so too has this area.
I visited Kitty Hawk and Nags Head several years ago. At that time, I took the photo you see on the front cover. As a pilot, it was a moving moment to be able to set foot on the site of the “first flight of man,” all the time remembering the hardships Orville and Wilbur went through to experiment with their ‘flimsy flying machine’. In their own way, they were space travelers to the unknown. Not in that galaxy far, far, away, but on that beach near Kitty Hawk where death could come just as surely.
The most unfortunate thing, which happened to the Wright brothers, was all the lawsuits and claims they have to fight to protect their discovery. After all, the two of them had taken man to the air for the first time. Other greedy men, of that era, came forward with lawyers in an attempt to take the fame and fortune away from the Wrights. The battle never seemed to stop for the brothers. Wilbur died nine years after the first flight. Orville lived to be an old man and died in his seventies in the late 1940’s. Their story is one of intrigue, hardship, and sorrow. I don’t think there was a lot of money earned or kept from their invention.
Within sixty-six years, man would set foot on the moon and have a plane (SR-71) capable of going three thousand miles an hour. That plane still holds the speed record today for flight. The amazing thing to me is that it was designed and developed in the late 50’s. As far as I know, we don’t have anything to beat it in the air today. So what has happened in aviation in the past 40 years?
From the Staff at Fly-Low Publications, we want to extend to you and your loved ones a most enjoyable Christmas and a safe New Year.
Throttle Forward and Fly-Low…..
s
“Spruce Goose Flight, I was there!”
A quote from Chalmer Bowen
By Ralph McCormick ©
Before you read this, I need to give you information who this unknown hero is: Chalmer Bowen is not a name found in the history books. The Spruce Goose, Howard Hughes “baby” as it was called. While I was in Colorado back in 2010 someone told me that there was an “old” man who was in a nursing home in Montrose who said he was on the “Spruce Goose” the only time it used “ground effect lift” to get off the water. I hesitate to call it flying since it was still in ground the whole time.
This meeting had to happen and it did with in days.
NOW THE REST OF THE STORY AS WE PRINTED IT IN 2010
It is often that I get suggestions on stories from readers, friends, and total strangers. I usually listen with interest wondering if my readers would be attracted to the story. In September, I was approached by a friend at a Colorado Fly-In. His suggestion was that I should interview this pilot he knew. As we discussed the pilot, it soon became clear that he had been the private pilot for Howard Hughes. His name was Chalmer Bowen. Yes, I was most interested.
My interest in Howard Hughes included everything concerning his feats in aviation, the Hughes Empire, recluse life in the final years, inventive mind, and his aircraft. Chalmer worked with Howard Hughes and was the flight engineer on board during the only flight of the “Spruce Goose.”
After several weeks, a place and date for the interview was set. As I approached the apartment door, I realized the significance of this moment. I was about to record the words and expressions of a man who made history about the time I was born. Chalmer Bowen, a striking man, not appearing at all to be ninety-eight years old, opened the door and welcomed me.
Chalmer and I began our conversation with his date of birth on August 21, 1912, first flights, and just general information. He recalled many events that took place during the first years of his working for Howard Hughes. Chalmer met Hughes while working at Boeing. Howard wanted to hire him almost immediately after meeting, but Chalmer wasn’t sure he wanted to leave his job. After several weeks, he decided to go to work for Hughes as his pilot. The employment lasted thirty-three years.
Over that time, Chalmer flew many of Hughes’ various planes, including experimental craft. His real pleasure was that he assisted in building and flying (receiving $15,000 each flight) the world’s largest helicopter, the XH-17. It could carry two cars at one time. The military needed such a craft and Chalmer flew it for them. More on this later…
I asked Chalmer what he thought about Howard, he chuckled and said, “It was a little tough the first few years. Howard was always checking things over and over. As the years passed, we got along very well. I wrote most of his flight manuals for his experimental aircraft.” When asked what Howard thought of the name “Spruce Goose” which was coined by the press, he said, “He didn’t like it at all.” The H-4 Hercules also known as the “Spruce Goose” was actually made almost all from birch. It was a lighter wood, resistant to rotting, compared to other woods.
On the day of the “taxi test” of the H-4 Hercules, Chalmer said, “Howard kept telling everyone, including the FAA rep standing behind him during the taxi runs, that he was just going to taxi the H-4… taxi test only.” “I am not going to fly; I am not going to fly it,” Howard kept repeating. Chalmer continued his story, “On the day of the taxi test I knew we were making history. The day of the test was November 2, 1947. Howard was in the left seat, Dave Grant in the co-pilot seat; I was on the throttle controls with Howard as flight engineer. He taxied the H-4 a short distance the first time, came back to starting point and taxied it a bit faster the second time. After a couple of runs, several reporters got off the plane to go file their stories. At least they thought they had the complete story. Can you imagine how they must have felt upon learning of how their eagerness to depart the plane cost them the “real” story and experience?”
Howard made another run, pushing the throttles forward more than before. He put the plane up on the step1 and everything was working well. There were four taxi runs and each time Howard pushed the plane just a little bit farther and faster. On the fifth taxi run, Howard looked at me and nodded his head. I knew by that we were going to fly. I knew he was going to do it (fly the plane) because my hands were on the throttles as well. I stayed on them, as well, during the flight. As the plane moved up on the step, I felt Howard push the throttles all the way. We left the water and went up to about seventy-five feet, staying there for about a mile.”
According to Chalmer, “Once airborne Howard took his hands off the ‘stick’ and turned to the FAA guy and said, ‘See it’s flying. I’m not flying it, I’m not flying it. It is flying its self.’” There was no doubt that Howard was a happy man that day. After that short flight, he taxied the H-4 back to the tie down buoys; we then boarded a boat to return to the dock. As we departed the plane, he was sitting across from me eating an apple. Where in the hell he got it, I don’t know.”
I asked Chalmer what the FAA representative had to say to Howard. Chalmer said, “The FAA guy didn’t say anything to Howard. He was obviously surprised by the flight but no reprimand was given. We had about thirty-two people on board. She was built to carry seven hundred fifty troops. We carried eighteen mechanics and flight crew members plus seven invited guests from the press and additional industry representatives.”
For all practical purposes the H-4 flew that day, but never high enough to get out of “ground effect2”. It is assumed that the plane could and would have flown higher had Hughes decided to do so. Since this was the first and only flight of the plane, the world shall never know what potential the H-4 had. I found a most interesting recorded radio transmission on YouTube.com from the H-4 on the day it flew. One could hear the water on the hull as it taxied and as the speed increased, the sound was stronger… then all of a sudden it was quiet. All one could hear was the purr of the eight engines. It was clear that the plane had rotated. In an interview with the same reporter after the flight, Hughes said “I just wanted to give you a little surprise” when asked if he planned the flight.
Chalmer spent over thirty-years as chief pilot for Howard Hughes and is most proud of his work with the world’s largest helicopter, the XH-17. The XH-17 “Flying Crane” was the first helicopter project for the helicopter division of Hughes Aircraft. The XH-17, which had a two-bladed main rotor system with a diameter of 134 feet, was capable of flying at a gross weight of more than fifty thousand pounds.
The XH-17 was a heavy-lift rotorcraft that was designed to lift loads in excess of fifteen metric tons. To speed construction, parts of the XH-17 were scavenged from other aircraft. The front wheels came from a B-25 Mitchell and the rear wheels from a C-54 Skymaster. The fuel tank was a bomb bay-mounted unit from a B-29 Superfortress. The cockpit was from a Waco CG-15 and the tail rotor from a Sikorsky H-19 was used for yaw control.
Chalmer flew the giant helicopter in Culver City, California over a three-year period beginning in 1953. It still holds the record for flying with the world’s largest rotor system. Only one unit was built, since the aircraft was too cumbersome and inefficient to warrant further development.
The propulsion system was unusual as Chalmer explained. Two General Electric J35 turbojet engines were used, sending bleed air up through the rotor hub. The blades were hollow, and the hot compressed air traveled through the blades to tip jets where fuel was injected. In flight the rotors spun at a sedate 88 rpm. Since the rotor was driven at the tips rather than the hub, little torque compensation was required. Thus, the XH-17 had a very small tail rotor compared to its main rotor. This drive system was inefficient, limiting the test aircraft to a range of only 40 miles.3
Chalmer beamed as he spoke of his flights in the XH-17. It is obviously a very special moment in time for him and as well as for the one who records his words. During the course of the interview, I noticed that many times when answering my questions, he would stare out into space as if he was actually seeing Hughes and his associates as he recalled the events.
We discussed Hughes’ personal life and many of the stories we’ve heard about Hughes seem to be true according to Chalmer. That story, perhaps, best saved for a later time.
On our cover is Chalmer and on the wall behind him are photos acquired by him of his years of work with Hughes. Over his left shoulder is the XH-17 and his right shoulder is a photo of Hughes in the “Spruce Goose.” The interview was one I shall always remember and on which I shall always reflect.
Editor’s Notes: The interview took place the summer of 2010, in Colorado. With many thanks to Denis Godfrey, who suggested that I meet and interview Chalmer Bowen, as well as to Pat Blackwelder, who arranged and facilitated the interview, my gratitude to both.
I heard of Chamer’s story, grabbed it, ran with it, and realized that he only had months to live. The story was quickly placed in the publication and 50 copies were sent to him. He passed two months after it went to print. I was please to be the last one to record his story and to have shared it in 2010 and today with and your family.
ABOUT THE “SPRUCE GOOSE”
For those of you who may not know of the “Spruce Goose” here is some information concerning it. In 1942, the U.S. War Department was faced with the need to transport war materiel and personnel to Britain. Allied shipping in the Atlantic Ocean was suffering heavy losses to German U-boats, so a requirement was issued for an aircraft that could cross the Atlantic with a large payload. Due to wartime priorities, the design was further constrained in that the aircraft could not be made of metal.
The Hercules was a monumental undertaking. It is the largest aircraft ever built. It is over five stories tall with a wingspan longer than a football field. That’s more than a city block.
Hughes made this statement before congress during questioning about cost over runs. “Now, I put the sweat of my life into this thing. I have my reputation all rolled up in it and I have stated several times that if it’s a failure I’ll probably leave this country and never come back. And I mean it.” Hughes didn’t receive the needed money to complete the H-4, so he used millions of his money instead. The plane was completed, but never flew until the day of the taxi test. A full-time crew of 300 workers, all sworn to secrecy, maintained the plane in flying condition in a climate-controlled hangar from its flight on the demand of Howard Hughes. The crew was reduced to 50 workers in 1962, and then disbanded after Hughes’ death in 1976
Although the project did not move beyond the initial prototype, the H-4 Hercules was a forerunner of the massive transport aircraft of the late 20th century, such as the Lockheed C-5 Galaxy, the Antonov An-124, and the An-225.3
The specifications of the H-4:
Wingspan: 319 feet 11 inches, 210 feet 8 inches, 300,000 pounds, crew 18, and could carry 750 troops. It is currently located near the McMinnville Municipal Airport, McMinnville, OR. It is located across Highway 18 from the Museum (1/2 mile). Actual name is H-4 Hercules.
ABOUT THE EVERGREEN MUSEUM
To read more about the plane in its present location go to http://www.sprucegoose.org/.
Actual Youtube takeoff and flight of the H-4. http://www.youtube.com/watch?v=R5XSESxKfKE&feature=related
1 Step is a position a seaplane assumes just before rotating.
2 Aircraft may be affected by a number of ground effects, or aerodynamic effects due to a flying body’s proximity to the ground. The most significant of these effects is known as the wing in ground (WIG) effect, which refers to the reduction in drag experienced by an aircraft as it approaches a height approximately equal to the aircraft’s wingspan above ground or other level surface, such as the sea. The effect increases as the wing descends closer to the ground, with the most significant effects occurring at an altitude of one half the wingspan. It can present a hazard for inexperienced pilots who are not accustomed to correcting for it on their approach to landing, but it has also been used to effectively enhance the performance of certain kinds of aircraft.
3Wikipedia
By Ralph McCormick ©
Cheated Death, Again!
By Bob Mack
Why is it that we can always remember our first car, our first love, our first good night kiss, our first… well you get the picture. If you have soloed an airplane that is one ‘first’ you will never forget. I can still remember that hot summer day I soloed. It had to be summer; I was sweating like crazy (actually it was in December). I can remember the fear that I had to over come before I could solo. As a child, I had grown up with a mother that said, “You fly, you die.” With that statement ingrained into my brain, why wouldn’t I have a fear of flying?
I learned to fly in the ‘infamous’ Cessna 150. Flying that small plane with two adults, you learn the aircraft’s limitations and yours. Every decision came around so fast… all the flight choices that I now make without even thinking, I had to concentrate, quietly debate (with myself) was it right or wrong? Each decision and move I made while in the left seat took me longer because I was going through this self-imposed doubt. Right, wrong? Left, right? Unstable air turbulence that I never had experienced before had to be dealt with and understood. Flying was a completely different world for me.
Flying was something I had wanted to do ever since I was a child. Why? I have no idea. I have a theory, however. There are those of us who have always looked up when a plane flew overhead. There are those people who drive by the airport, just to look. Those who buy flying magazines…. My theory is that those of us who fit that format, had mothers who were visited by flying Aliens from another planet about nine months before we were born. What else could be the common factor?
Flying is not something that you can force someone to do. Flying is an event in one’s life where they want to soar the blue sky on “laughter silvered wings.” It, most definitely, comes from within. I am not sure that any amount of force could have made me “drag” myself back to the airport for another lesson knowing that sooner or later I would have to “climb and join the tumbling mirth of sun-split clouds” ALONE. As I said, no one could have forced me to do it. It was a force applied to me, by me. Perhaps, to some flying came easy…. I must confess that it didn’t come easy for me.
When the instructor climbed out of the Cessna 150 and said. “Let me see your student’s license… I need to sign it… they like to have some sort of identification on the body.” I knew it was time to solo and confront my mother’s fatalistic statement, “you fly, you die”. The instructor just confirmed it. I now realized that is why he always got out of the plane after a lesson and said, “Well, we’ve cheated death, again.” He had heard my mother’s statement.
It was now my turn to join that one percent of the population who “have wheeled and soared and swung high in the sunlit silence, chasing the shouting wind along”. One percent? Ninety-nine percent of the population had never done what I was about to do. I was about to experience one of the greatest ‘first’ of my life, a day to be remembered ‘till the day I die, my first solo in an airplane.
That event seems distant today, 20 years later, yet still fresh. I taxied out to the short 3,000 feet of asphalt. I was told to do three take-off’s and landings. One, two, three… Sure, nothing to it! Well, yes there is a lot to it…. as far as I was concerned at the time. My first take off went very well… up then turn left, keep climbing, then left turn again into…. downwind (?) or whatever it is. then to left-base… then to final… power back and down that baby comes.. I am not sure why “final” is called “final”…. It has such a “FINAL” sound to it. My glide down final to a fairly nice, uneventful touchdown… or so it seemed.
That was one landing… Now for the second. I took off and followed the same left turns to get me to final… This time on final, I had problems.. the runway kept moving from side to side.. I know it must have been the runway moving, because I was holding everything steady in the Cessna 150. I got to a position above the runway and decided to ‘flare’… too high… too high… Nooooooooo… I was 30 feet above the runway and the southerly wind, from my right, pushed the plane off to the left of the runway. How did that happen? Did that runway actually move? I am now over the fence that runs parallel with the runway… I must have been pushed 75 feet away from the runway.
My mind clearly screams… GO AROUND…. GO AROUND! Power in… engine sputters… oh no!!! I forgot never push the throttle in fast, the engine just floods. I am just feet above the fence. I pull the throttle out and S-L-O-W-L-Y push forward… the engine comes alive with power. Thank God!!! I would live another day.. or maybe just ten minutes. I had two landings to go. Now this aborted landing extended my airborne time even longer. I hate that. I was a basket case…. a bad basket case.
I am now flustered. I started to climb and climb so slowly. The little Cessna didn’t seem to have that climb power. It had to be the “heat” of that December day. I heard some chatter on the radio. Couldn’t make out what they were saying… actually, I don’t really care.. There is a problem on board and I had to figure it out. I was now the pilot in command… I used that word command loosely. In fact, I used the word pilot very loosely. I was the only one in the plane that would die if I don’t solve the problem. All of the sudden I look down from about four hundred struggling feet above mother earth and then glance over the instruments and knobs… CARB HEAT… IT’S OUT!!! WRONG… needs to be, IN… I pushed it in and the little Cessna lurched forward… About that time, I finally heard what the people on the radio were saying, “Push the carb heat in.” I calmly responded as if I had discovered it a long time ago, “Roger.. not a problem.. I have it in.” By just seconds, my friend.. by seconds..
That stupid mistake really got me. I make that first left turn and I can see the runway off my left shoulder. To this day, I get “cold chill bumps” when I recall that vision. I looked back and said, “Dear Lord, please help me get this thing back to that little spot down there.” That prayer didn’t take long. As anyone who has soloed knows, things are happening fast or so it seems. It seems as bad as a fighter pilot in actual fire under combat situations. Of course, that is the opinion of a 10-hour student pilot.
I still have two more landings to go to be considered a student pilot who has soloed. or would I then be called a “pilot”? Most of the “pattern” went pretty smooth. Just like I had been taught… left turn.. left turn.. left turn.. and pull power … aim for the short black runway in front of me. Nothing to it.. I started to flare, of course, way high. With only one in the Cessna 150, everything was different. That loss of his 180 pounds made a big difference. BAM.. Number two landing could be called a controlled “crash” landing. The student pilot survived.
There was only one more landing to go. It was just as bad as the other two. I survived another BAM. BAM. landing. I knew that I could stay on the ground after the third one.. That was all I wanted to do that day. I had screwed up so many things on the first two; I just wanted to get that thing on the ground, safely. With two, three bounces. I had made it. I taxied back to the FBO and received cheers from those who were watching. They were cheering because I hadn’t completely totaled our only rental plane on the field.
Those were still tough times. So was my first kiss… I think I might have been sweating the same, both times. Next month the entire bottom falls out of my flying career. As painful as it is to tell you about it, I am going to ‘fess’ up.
And so it goes….
Some quotes were from High Flight… by John Gillespie Magee Jr.
Premonition of Death!
By Ralph McCormick
While attending the Tucumcari Air Show, September 29, 2004, I flew in an antique warbird called the China Doll, a C-46 cargo plane built in the 1940’s. As the flight went airborne, I had this strange since of death around me. I had this strange sensation that this plane would crash and I was to die. The entire flight of perhaps thirty minutes kept me feeling like there was death around me. I knew that the feeling was real and death in a plane was going to happen. I had no idea what it meant.
I am not afraid of flying. No other flight ever gave me this feeling. I looked around to see if anyone else had a strange reaction to the flight, none… the feeling was strong and I associated it with my death. I actually had the feeling that as I looked over the passengers in the plane I would see ghostly faces.
The plane landed safely and I disregarded the event as another strange sense. Having never felt that way before, it confused me. All I knew was that I had this very real feeling that I or someone in that plane would die.
That was Tuesday… on Saturday of the same week; I went to an air show in Santa Fe. There were two pilots from the Denver area that planned to do aerobatics on Saturday. For some reason, I was drawn to Rick. I took photos of both pilots, but I took more of Rick. The words we shared will forever be with me.
The performer, Rick Bobbitt of Parker (CO), and I would introduce ourselves several times on Friday and again Saturday morning. I photographed and talked at length with Rick. On Saturday, he and I had several discussions about aerobatics and his Sukhoi aircraft. We discussed his love for flying and many other subjects.
I asked him if he was going to fly the Sukhoi before the air show? He said no. Had he been planning on flying it, I was going to bum a ride. Not knowing that his next flight was to be his last.
Rick was the second performer of the show at the Santa Fe Air Show 2004. He became airborne at around 1:15pm. He started his performance and at 1:20 pm MDT, something went deadly wrong. His Sukhoi went out of control during the air show and he crashed right before the crowd at 1:29 pm. As he entered the maneuver, a torque roll, it seemed normal. When he came out of it, I said out loud, “That’s not right, he’s lost control of the plane.” Within seconds, he hit the ground.
I believe that the sense of death I felt on Wednesday, September 29th, was a premonition of the crash that was to come on Saturday, October 2nd. After the crash, I was distraught. I went to the motel room in Santa Fe to record the story of the crash. I placed it online. When it was placed, I turned to my wife and told her of the sensation that came to me on Wednesday. I had to explain it to someone to here the words out loud. The more I thought of the two days, Tuesday and Saturday, the more I know there was a connection.
It was as though we had known each other before. We had an arrangement to meet on October 16th in Lamar (CO) at an aerobatic competition. Rick was dead and I didn’t go to the event… I have had enough air shows for a while..
The above events lead to the next article published in my magazine.
Air Show Bobbitt Aerobatic Pilot
Santa Fe Air Show Crash Takes Life
Photo of Sukhoi and Rick Bobbitt just before the air show began.
October 4, 2004
October 4 – This year was to be a renewal of a long standing tradition of air shows at Santa Fe (NM). Due to a crash at this year’s air show of Rick Bobbitt’s Sukhoi, future air shows may be in jeopardy. The second act of this year’s event was Rick Bobbitt of Avalanche Aviation, Parker Colorado.
Bobbitt took off in his Sukhoi-29 under what appeared to be perfect conditions in the plane. He gained altitude to begin his performance. As he started his performance from the north, he dropped down to gain air speed. From that he did a Hammerhead and then dropped the nose over and flew out of it… after a loop and more positioning, he flew in front of the crowd pulled the Sukhoi straight up into another hammerhead. This time, Bobbitt hung the Sukhoi on the prop just at the top of the smoke… finally falling back into the smoke. As expected, the plane came out of the smoke (see photo taken as he left the smoke) at the bottom, he pushed the nose over to recover and the plane began to tumble while inverted. It appeared to be an inverted stall flat spin and he finally got the plane into normal canopy up position, but the plane wasn’t out of the stall. It was still circling down toward the ground. No parachute popped out of the plane as we thought it should.
It was a move he had performed many times before. The plane was getting closer to the ground. At that time, it appeared that the aerobatic maneuver was over and he was attempting to simply get control of the plane. The nose came up as if he had it recovered, but his plane was now so close to the ground, it seemed to be stalled. It impacted the ground at about a thirty degree angle. The plane was not inverted at the time of the crash, it was upright.
Several witnesses said that the engine was not obviously loud at the time of the crash. When the Sukhoi is at full power the engine make a tremendous noise. It is hard to determine if the engine was at full power or even running at the time of the impact. Personally, I do not recall hearing the loud roar of a nine cylinder Sukhoi engine at full power as the plane flew those final seconds before the crash. Having watched the video of the crash several times, I still didn’t hear what I would expect as the sound of a full power engine.
The Sukhoi impacted the ground and fire consumed the front of the plane within seconds. It burned uncontrolled until the fire truck finally arrived at the scene. The time it took for the fire truck to go the short distance still haunts me to this day. It is assumed and quite obvious that Bobbitt died immediately. The air show officials made no announcement to the condition of the pilot at that time. The airport was closed and the crowd was asked to go home.
Photo of plane after impact. Plane in foreground was the next scheduled performer taxiing back to the ramp by Ralph McCormick ©
For some reason, Bobbitt was unable to maneuver out of the uncontrolled flight after coming out of the tail slide. My conversations with him just before the crash Bobbitt said, “The Sukhoi is one of those planes that when it is out of control, I simply release the controls and it begins to fly again. It is one of the best aerobatic planes on the market today. I am here to have fun and I don’t do anything that is that dangerous. There are three things I always follow. I never scare the FAA, I never scare me, and I always have fun.”
Prior to the flight, Bobbitt and I were joking about things going on at the airport. He seemed to be enjoying the day and expressed no apprehension for the upcoming event. Many times during our discussions he mentioned that if things seem to go wrong while he was performing, he would simply stop the act, fly off, regroup and then re-enter the aerobatic box. This time things went wrong so fast and so close to the ground, he couldn’t recover. Needless to say, the density altitude and 7000 feet ground level does effect an airplane. The altitude at his hammerhead could have been near 10K feet.
Bobbitt was a very talented aerobatic pilot, having flown in competitive flight aerobatics. He was planning on flying in competition later in the month in Colorado.
The accident happened at about 1:30 pm MDT. The crowd of an estimated 4,000 was filled with adults and children. The crowd voiced a loud, oh! as Bobbitt began his maneuvers. The Sukhoi appeared to be running normal at the first of the performance. The crowd was stunned and silent after the crash. Many of them cried, parents tried to explain to the children what had happened. Some of the parents immediately took their family out of the area. For the better part of an hour, most of the spectators remained at the scene waiting for word on the condition of the pilot until they were asked to leave by the airport officials.
Bobbitt was a retired U. S. Naval aviator and currently was employed by United Airlines. He received his Navy “Wings of Gold” in 1979. During the “Cold War”, he flew throughout the world as a P-3 Orion Aircraft/Mission Commander tracking Soviet Russian Submarines and was a veteran of Desert Storm. Rick Joined United Airlines as a pilot in 1994. His total flight time was 11,000 hours. He held an ATP, FE, and CFII-MEI “Gold Seal” instructor ratings.
He is survived by his wife and two children.
Note: The Bobbitt story is as accurate of an account as I could provide after our close contact, conversation, photos, and more. It has been years since the accident and my memory remains as stated in the story in 2004.
Bobbitt was wearing a parachute and could have jumped, but the thought of any pilot is “I can get control!” Even when close to the ground in the fall, we still want to “save the ship.” Until one is placed in that position of gravity, free fall and have been taught to control the plane, we never know really what we would do?
What wasn’t in the story was I asked himin the morning before the show to go up with him. If he planned a rehearsal. He said, “I can’t the plane is already ready for the show later.” Had he taken me up, it could have been “our” last flight? I’ll never know. The mystery still persist today. Why was I drawn to him before the show and the afternoon before? I had never met him at other airshows. Why did I choose this air show to drive to from AR and then on to CO? As we all know there are many things that will not be explained to us while here on earth!!!
Throttle Forward and Fly-Low
Throttle Forward 2002
By Ralph McCormick
I often get asked, “Why the name FLY-LOW?” Any flight less than 18,000 feet MSL is considered flying low. Most of my flying is below 18,000 feet (a lot below). Do I enjoy flying low (just feet above ground) over the river bottoms? The honest answer is yes. Do I recommend you do it? No! Each pilot should have his or her Personal Flight Rules (PFR) and follow them (providing they fall within the FAA’s flight rules).
I want this magazine to be of interest to all pilots who fly low…. less than 18,000 feet. I hope it is also of interest to Jet pilots, who fly high over 18,000 feet. When the jet pilot lands the jet, he may get into a Champ and goes home. Now you know where the name comes. I wanted a magazine that would be of interest to all pilots. Flying is an addictive love!!!!
The October issue was difficult to complete. Not only was the information changing rapidly, the official threats we heard from Washington were a bit frightening. We tried to put out very up-to-date information. In the process many things had to be changed at the last minute.
The attack on the World Trade Center Towers on September 11, and the effect it may have on our freedom of flight, is a continuing story. It is a must that each pilot remain informed and up-to-date. There is no question that had it not been for AOPA and other organizations, more planes could still be grounded. At present there are only the 20,000 planes grounded under certain Class B’s at this time. I have been very impressed with the work of AOPA. I believe there is strength in numbers. AOPA is our STRONGEST LINK against those who would forever close the sky to General Aviation. I recommend that every pilot contact his/her Congressman and Senate member. Request that they give you their position on the aviation issues. At the same time, give them your position and request they support your position. It is time for us to become involved in the political process. If you can’t directly become involved, join an organization that will work for you.
This is not the time to stick our heads into the sand. This is the time to make waves. If we ignore the problems, they will not go away. They become larger. Aviation, as we knew it, will remain the way it was providing we do not allow those “Knee-Jerk” Congressmen and Senators to float new and wonderfully restrictive laws “to protect us”. Get involved today, please.
Throttle Forward and Fly-Low…..