Fly Holiday Inns
How I survived the foolishness of youth I don’t know. Truly someone was looking out for me, perhaps the higher power we hope is there, the one we pray to when thankful or in times of need. There is also the chance it is just luck working in my favor. I may never know; we may never know… especially if it all just goes dark one day and surely it will. I have been grateful though for the help from whoever or whatever for a very long time.
How I got the flying job with Holiday Inns went like this: I was standing in the reception area of Arkansas Aviation at the Little Rock Airport when the phone rang. The secretary working behind the counter answered it, then looking over at me asked if I would take the call; she went on to say, “it’s someone looking for a pilot.” I picked up the extension and the man on the other end asked me if I was an instructor and did I have a multi-engine and instrument rating. And, if so, would I be interested in doing a test flight for him. He had an airplane that had just had both engines replaced and it needed to be test hopped. “And by the way,” he asked, “Have you ever flown an Aero Commander?” I, of course, had never flown one and I (of course) said, “Yes I had.” It’s what you do when you are young and stupid and want to fly an airplane you have never flown before. He asked me to show up down at the Benton, Arkansas airport the next morning and we would fly the thing together. Benton was about a thirty minute drive south, in the direction of Hot Springs.
On arrival at the Benton airport the next morning I asked to see the Aircraft Flight Manual and I reviewed a few things I needed to know. Especially if I am to maneuver the aircraft into the air and get it safely back on the ground again. Using the checklist I completed a preflight making myself aware of where everything was located; the necessities, the usual suspects as in throttles, ignition switches, fuel valves, major engine and flight instruments, flight controls, flaps, etc.
What about those flaps?
I really love the looks of this airplane so I’m of course anxious to climb into the seat and fire it up. I hadn’t flown a cabin class multi-engine aircraft before, so it was a thrill to enter from ground level through the cabin door on the left side located just under the wing. The man in charge of this operation followed me in and I asked him to lock the cabin door in behind us. It was a necessary decision on my part as I had no idea how exactly to do it. I’m sure I would have figured it out, aircraft doors can be complicated and it might have proved embarrassing if I should fumble thru the procedure.
The stupid pilot, me, climbs into the left seat and the other stupid guy climbs into the right. He is only stupid for one simple reason, the mistake of letting me have a go at it without questioning more of my background. I’d figured out where all of the important switches were located during my flight manual review, and then followed it up using the aircraft preflight checklist; all the while thinking… this is kindergarten stuff.
Me and my humble co-pilot managed, working together with the checklist, to get the engines started; although even today I am not sure he was a pilot. He did own the maintenance operation that had installed the new engines, so I assumed he knew more about the aircraft than I did.
Benton, Arkansas had a small airport; I believe it was then known as Watts Field and has since closed. There was no control tower so on our own we made our way out to the end of the runway. Once there, making use of the aircraft published checklists, we did our standard engine run ups and mag checks. The runway length was a tad shy of 4000 feet, a little less than a mile long. It was a cool morning and the wind was calm.
Before taxiing out onto the runway, the “Before Takeoff Checklist” goes something like this:
1 Parking Brake – SET,
2 Fuel Quantity – CHECK,
3 Throttles – IDLE,
4 Propellers – HIGH RPM,
5 Mixture – FULL RICH,
6 Elevator Trim – SET for takeoff,
7 Flaps – set 10 degrees… It is here that communications somehow breakdown. The flaps didn’t get set to the takeoff position, which is a “must have” in most airplanes including this one, and even more so on a short runway. The final nine items on the list are accomplished which end with:
15 Fuel Boost Pumps – ON,
16 Transponder – ON.
We believe the checklist has been completed and we lineup for take-off in a southerly direction on runway 17.
The takeoff procedure goes like this:
1 Smoothly Apply Full Throttle,
2 Release Brakes,
3 Accelerate to V1 speed 85 MPH,
4 Pitch – 10 degrees Nose up,
5 V2 speed 95 MPH (flying speed) at positive rate of climb raise Landing Gear.
Well, here’s the problem: at our 95 MPH of indicated airspeed we are not anywhere near flying just yet. Seems we may be in need of some flaps for added lift. Problem is, the flaps are not extended. We are accelerating of course as we approach the end of the runway but not yet flying. It was at about this time the flap position indicator caught my eye… it was pegged at zero, as in Nada. Just as the end of the runway is disappearing under the nose I slip the flap handle down to 10 degrees and we suddenly leap off the end of the runway into the air. Feeling we weren’t quite there yet, a comfortable flying speed, I eased the nose over to pick it up a little, while at the same time raising the landing gear to lessen the drag and clean us up some.
I didn’t exactly need it at the time, but I should have been wearing a diaper. This was a close call. We can call it a learning experience on many fronts, beginning with not being honest and second, being careless in judgment. I could have been more inquisitive about the someone else I am flying with along with asking about who owned the airplane and why there were new engines to begin with. These are the experiences one picks up in the early stages of a flying career. You learn from it, or you die early having not taken the lesson seriously.
Not too many years distant from this event, in my early stages of an airline career, it would be common practice to be doing no-flap takeoffs out of necessity. For example, when departing a high altitude airport on a hot summer day, even with a runway over two miles long sometimes, to reach flying speed, the zero flap take-off was the ticket to accommodate the weight we were carrying. For added safety, the jet aircraft we were using had an unusual aircraft feature, a system designed specifically for the purpose of carrying extra weight. Our ONA (Overseas National Airways) Douglas DC-9 had JATO (Jet Assisted Take-Off) bottles (four of them), mounted at the fuselage wing root, standing in reserve in case of an engine failure. Those were very scary takeoffs; hurling down the runway at a hundred an eighty miles an hour hoping the tires wouldn’t come apart… some did.
The Job Offer
I don’t recall the exact sequence of events following the no-flap takeoff that nearly sealed my fate as a commercial pilot, not to mention just plain remaining alive and still breathing. We flew the airplane around for a while doing some air work and returned to the airport for a few takeoffs and landings; this time using the correct flap settings where appropriate.
Following the test flight came a surprise question. I was asked if I would be interested in a job flying this aircraft for Charles Bland, the Vice-President of the construction division of Holiday Inns of America, based in Memphis. Whoa, had I known this bit of information in advance, I feel certain I wouldn’t have been so cavalier about taking on the test flight the way that I did.
Sign me up, or some form of reply in that vein was made, and I agreed to fly around the following week with a gentleman familiar with their type of operations. The job was offered and I took it. For the next year I flew upwards of 100 to 120 hours a month to destinations all over the US, the Caribbean and Mexico. It was a great job working for a fine bunch of people and it provided me with great confidence in my abilities, not to mention the experienced gained flying single pilot IFR. In other words, I became a really good instrument pilot and it would serve me well in my future as an airline pilot.
A Sad Day in our History
I’m sorry to say my most memorable flight with Holiday Inns, and it was near the end of my time there, occurred on the evening of April 4th, 1968. During a return flight to Memphis, our having begun what became a very long day in St Louis, then flying to Oklahoma City and Baton Rouge, and on our last leg home as we approached Memphis, I got a call from Air Traffic Control at Memphis Center announcing that a few minutes ago Martin Luther King had been shot. The police were expecting riots in the streets and the question to us was… “Did we want to continue to Memphis?”
We did continue, landing just a few hours after the shooting incident. I was to witness first hand a sad day in the history of our country.
Back to whoever or whatever has been looking after me.. I don’t believe anyone actually has the answer… and I wish I knew. People think they know for various reasons, perhaps because mother said it was so or, it is deeply rooted in their faith. Believing what mommy said was not a problem I owned. Being grateful though for the help from whoever or whatever is me; I do own that, both then and now.