by Fred Carl
Gardner
Fred Carl Gardner - First Row on Far Right
Malden Air Base, Malden, Missouri
Summer, 1953
The time was February, 1953; the place was Malden
Air Base, Malden, Missouri. I, as a WWII pilot down on my luck, had
taken a job with Anderson Air Activities as a contract flight instructor
of Air Force student pilots. I had joined Anderson in late July, 1951, had
gone through the Air Force PIS (Pilot Instructor School) at Craig Air Force
Base, and by this time had put four classes through primary flight training
in the T6-G. In those four classes, I had trained the students solely in
the T-6. Starting students from scratch in the 650 horsepower 6
was a challenge for both the instructor and the student. This airplane was
the advanced trainer flown by Air Corps aviation cadets in the advanced phase
of training during WWII. Teaching cadets to fly that powerful machine was
slow-going. When the WWII generation of pilots started flying
the 6, they had already accumulated 140 hours in primary and
basic trainers, and were reasonably competent pilots. In Advanced,"
most of us soloed the 6, after two or three dual flights. So,
it it is easy to understand why we had qualms about this straight
T-6 program. It was pretty well accepted that the instructors learned
as much as the students during the initial phase of the program. We found,
through experience, that it usually took about twenty hours of dual instruction
before a student could be safely soloed. By the beginning of 1953, the Air
Force realized that a smaller, less powerful airplane was needed for initial
flight training. We instructors had recognized that from the beginning. I
should mention that most of the instructors had been Air Force, Navy, or
Marine pilots of WWII, and most of them needed a job; some like myself,
desperately. The contract school at Malden had come into being shortly after
the beginning of the Korean War. The Air Force had designated nine civilian
contract primary pilot training schools at various locations throughout the
southern United States. The school at Malden hired its first group of instructors
in early July, 1951. I was in the second group and arrived at Malden in late
July. After a few flights at Malden, we traveled to Craig Air Force Base
near Selma, Alabama for about a months refresher and standardization
training in the 6. In some respects, it was like going back to
our old aviation cadet days. After completing the training at Craig, we returned
to Malden to start training student pilots in Class 52-G.
I can still remember arriving by bus just outside
the main gate of the base early one cold November morning in 1951. I was
carrying two old suitcases which contained most of my worldly possessions.
I walked down a street toward the flight line and saw a fire station. I walked
in the door and told the firemen that I was a newly-hired flight instructor
and asked directions to the briefing building of Class 52-G. They told me
how to get there and asked me if I had eaten breakfast. I said that I
hadnt, so they gave me a good meal of bacon and eggs.
After breakfast, I walked into the 52-G briefing
building and was greeted by the guys I had flown with at Craig.
That morning in November, 1951 was the first day,
of the first year, of the sixteen years I spent as a flight instructor in
U.S. Air Force and U.S. Army Civilian Contract Primary Flying
Schools.
Now, to resume my story and move forward in time
to early February, 1953. The Air Force had finally, and belatedly, decided
that primary pilot training should begin in a less complex airplane. So,
the Piper Airplane Company at Lockhaven, Pennsylvania had been given a contract
to provide a small fleet of Super Cubs for each of the nine contract schools.
Malden instructors were in the process of ferrying these new airplanes from
Lockhaven to Malden. About a third of them had already been delivered.
One day, our flight commander called three of us
aside and asked us if we would like to ferry the next three Cubs back to
Malden. We jumped at the chance. It meant drawing per diem for several days
and getting away from the routine of instructing. We looked on the trip as
something of a lark.
The three of us who made the trip were Harry Gourley,
Tom Spencer, and myself. All three of us were WWII Army Air Corps pilots
and were members of the Air Force Reserve unit at Scott AFB. We drove to
Scott once a month for reserve training.
When the day of our departure for Lockhaven came,
we boarded a bus for St. Louis, wearing our flight coveralls and carrying
our parachutes. The only other items we carried were small bags and our shaving
kits. Upon arrival at the bus depot at St. Louis, we caught a cab to Lambert
Field to catch a TWA flight to Pittsburg. The airliner was a Lockheed
Constellation. When the time came to board, we walked out to the airplane
in our flight coveralls, carrying our parachutes over our shoulders. The
passengers glanced at us with obvious curiosity. I should mention that the
Air Force Regulation governing us required that we wear parachutes, even
when ferrying civilian airplanes.
After Harry, Tom, and I got to our seats, and in
view of the fact that we had already aroused a lot of curiosity, we decided
give our follow passengers another "jolt." We meticulously inspected our
chutes, put them on, and with worried looks, carefully adjusted them for
a snug fit. I wish I could have made a video of the looks and actions of
our fellow passengers. Everyone nearby, stood up so they could observe our
antics. After we had gone through the chute-donning routine,
we began talking about airliner crashes that we knew about. We conversed
in a voice volume about the level that a Kentucky hill farmer would use to
call his hogs. Presently, the first officer came walking down the isle to
our seats. Harry, whom Tom and I had designated as our flight leader and
spokesman, gave the concerned co-pilot a long spiel, winding up with a a
quote from a fictitious Air Force Regulation that required us to wear our
parachutes any time we were flying, even as passengers. Im not sure
the co-pilot believed Harry, but he walked back to the cockpit.
The TWA flight continued on to Pittsburg where
we caught a commuter flight to Lockhaven. After our arrival, we took a cab
to the Piper factory and met a Piper company official. Harry gave him an
Anderson Air Activities check to pay for the three airplanes and completed
the required paper work. Since it was now late in the afternoon,
we stayed overnight in a nearby motel.
About nine the next morning, we took a cab to the
factory, pre-flighted our airplanes, and checked the weather. The weather
conditions directly to the west, on the route we planned to fly, were marginal,
low ceilings and light rain. However, the forecast was clearing from
the north. Phillipsburg, which was north of our proposed route, had
broken conditions. We considered delaying our departure another day, then
decided to fly south a few miles, then west through a small valley and continue
to the area south of Pittsburg, where the current conditions were reasonably
good. From there we would continue on to Wheeling, West Virginia for our
first fuel stop.
So we took-off and headed south, with Harry in the
lead. After a short time, Harry headed west up the valley. We were flying
in drizzling rain under a low ceiling. As we flew up the valley, the
terrain continued to rise, so we were soon at about two hundred feet AGL.
We should have made the standard one-eighty and returned to
Lockhaven, but like damned fools, we continued on. Now, the light rain turned
to light snow. We were reaching an area where the valley was becoming somewhat
wider and there were few small cultivated fields visible. We were flying
in a string formation with Harry in the lead, Tom second, and
I was last. I decided that it would be a good idea to apply the carburetor
heat (I should have had it on full from the beginning of the
flight). Almost immediately after I applied the heat, the engine went,
BLUB, BLUB a couple of times, then quit. So, there I was, in
light snow, with a dead engine, at about two hundred feet, over terrain with
a few small scattered fields. Now things happened fast, and I guess habit
and training took over. Lady Luck, my old fall-back gal
also entered into the equation. I was flying west into a light headwind.
There was a small corn stubble-field at about my two oclock
position. The field had low weathered furrows that ran east and west, and
had a moderate up-slope toward the west. Automatically, I made a right forty-five
degree turn toward the field and as I rolled out, flared and touched-down
at quite a slow groundspeed, going up hill between the furrows. Harry and
Tom had disappeared in the snowy skies to the west.
Well, I sat there in the cockpit for a minute or
two, then got out and opened the cowling. The carburetor was covered with
melting frost. I climbed back in the cockpit, waited for a few minutes, then
energized the starter. The engine started and ran fine. I shut the engine
down again and walked through a low area, toward a farm house that was about
three hundred yards to the southwest. The ground wasnt particularly
rough, so I decided to taxi my airplane to the low area about half way to
farm house, and park it. After I parked it, secured the controls, and chocked
the wheels with a couple of small logs, I walked to the farm house, carrying
my chute. I knocked on the front door, and a middle-aged farmer came to the
door. (Now, this part of my account sounds like a story out of a
nineteen-twenties boys pulp flying magazine.) To continue: I told the
farmer what had happened, and that my airplane was parked in his field. I
asked him if I could use his telephone. It was about noon, and the farmer
had been eating dinner. So, when I asked to use his phone, he immediately
invited me in to join the his family at the dinner table. I accepted with
alacrity and I dont think I ever ate a more delicious fried chicken
dinner. After dinner, I asked the farmer the location of his farm. He said
it was about five miles northeast of Ebensburg. Then, I called the Pennsylvania
Highway Patrol and reported my forced landing, giving them the condition
of the airplane, myself, and where I was located. The Patrol officer then
said that there had been two other forced landings about five miles west
of the farm I was calling from. He said that one of the pilots was named
Harry Gourley and then told me to come into Ebensburg and check in at the
towns leading hotel. I then called
a cab, traveled to Ebensburg, and joined my two buddies at the hotel. That
night, we consumed a sizable quantity of IRON CITY BEER, and
a rusty old brew it was.
The next morning, at what we thought was a reasonably
early hour, we had breakfast and then grabbed a cab. We drove first to Harry
and Toms airplanes, then proceeded to the farm where my plane
was located. I walked to my plane, pre-flighted it, and started the engine.
Harry and Tom had fired-up their crates, flown to my location
and were circling overhead. To the north of where I was parked, and just
beyond the field where I had landed the day before, there was a hayfield
along a rounded ridge that ran east and west. Harry and Tom had obviously
reconnoitered the terrain and were making low-level passes along the ridge
from east to west. There was a moderate wind from the west. Tom made a landing
on the east end of the ridge and then immediately took-off again. I didnt
understand why he didnt stay on the ground until I taxied up to a take-off
position on the east end of the ridge. I should mention here that the ground
near where my plane was parked seemed to be frozen solid, but as I taxied
up along the side of the sloping ridge to a take-off position, the ground
became increasingly soft and muddy. Now, I realized why Tom had made such
a prompt take-off.
Well, I continued taxiing toward the position from
which I could make a take-off to the west. The mud was beginning to
ball-up on my wheels, and it took more and more power to keep
moving. Finally, I managed to get to a take-off position on the east end
of the ridge. My wheels were really balled-up with mud now and
had sunk into the soft surface of the ridge almost up to the metal on the
wheels. Harry and Tom were circling overhead. They had a grandstand seat
to observe my crash, and I was beginning to think I was going to do just
that! As I made my run-up, I seemed to settle even deeper into
the mud. After I had reached the point in my procedure where there was nothing
left to do but apply the the power for take-off, I thought to myself:
(1) if I chicken-out and dont
take-off, I will probably the cause of a situation that will result in all
three of us being fired by Anderson;
(2) if I crash on take-off, the other two guys
will probably be fired by Anderson for their part in getting us into this
mess; or
(3) if I am able to make the take-off, join up
with my two buddies, and continue on, we will all be home free
and no one back at Malden will be the wiser.
So, there really wasnt any choice: I had to
attempt a take-off. At this point in my flying experience, I really
didnt know the performance capabilities of a Super Cub. If had the
Army L-19 experience behind me, that I did have twelve years later, I would
not have hesitated. As it was, there was a big question mark in my mind.
I didnt have much confidence in being able to fly that crate out of
the mud hole I was in. What I needed right now was a good stiff jolt of 100
proof bourbon!!!
Well, the time had come. I slowly and smoothly opened
the throttle to full power, holding enough back-pressure on the stick to
keep the tail down. The cub started moving, slowly at first, then faster
and faster. The wheels were throwing big gobs of mud up on the lower surface
of the wings. The floor of the cockpit was a mess, covered with a mixture
of mud and cow manure, deposited by my boots. That poor little Cub looked
like it had been on the Western Front. Once that Cub started moving, there
was no stopping it. I doubt if my round roll was seventy-five feet; it might
have been fifty. So, I learned about flying from that, as the
saying goes.
The remainder of the flight to Malden was uneventful.
We refueled at Wheeling, West Virginia and Evansville, Indiana. We then continued
on west and landed on a small airport near the Mississippi River that
had a motel. The next morning, we made the short flight to Malden Air Base.
Since my Cub was so covered with mud, inside and out, I parked at the wash
rack and shut down my engine. One of the wash crew came over to my Cub and
said, Where the hell have you been with that
airplane?!
I declined to answer, on the grounds that it might
incriminate me!!!
© 1998, Fred Carl Gardner, All rights reserved.
Other stories by Fred Carl Gardner:
A SHAVE-TAIL PILOT'S FIRST FORCED LANDING
A YEAR IN THE B-29
SUPERFORTRESS
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