Skellytown American Flyers - (Not a part of Harlan's first flight home)

 July 4th, 1971 - Skellytown American Flyers Annual 4th of July Trip. Cessna Skyhawk. Passengers - Doug Boyd, Doug Lacy, and Kim Wallace. Hot Springs, SD to North Platte, NE leg of return portion of trip to Pampa, TX

     I had told Doug Boyd that if he went with us on our annual trip on the 4th of July that on the way home if conditions were right we would come back via Lake McConaughy located just north of Ogalla, NE.
     The trip came off as planned, and we were returning home on the route as planned. About 20 miles north of of Lake McConaughy, Doug asked me if I would mind stopping by the lake. I said that I thought we could. 10 miles or so north of the lake, we called the flight service station at Sidney, NE and got the surface winds and surface temperature. The service said the surface temperature to be 72 degrees. As I knew with the loads we had been carrying, we had been having longer take off runs. I didn't want to land in a place I couldn't get out of safely. Before landing, we computed what our take off run would be at the lake by using both the Cessna owners manual and a Denalt computer. We had figured we had roughly 600 to 800 feet of runway to spare and to me that was plenty of room.  I knew it would be somewhat less than that with the cruise prop we had on the plane, but we should be safe enough though.
     Before we landed at the lake, we flew low over the runway and checked the conditions before landing. Then we set up the approach to land. I knew from the way the plane felt coming in that it might be a little difficult to take off, but we landed.

     Lake McConaughy was a nice place to come into, but I couldn't seem to enjoy it like the others. I stayed concerned about how we were going to leave back out. Doug, as usual, being his generous self, offered to buy our dinner. Naturally, we all went up to the cafe to eat. With the possible situation like it was I didn't feel much like eating, so I told Doug for the them to go ahead and eat and all I would have was an ice tea.

     I sat at the table only long enough to have a sip of tea while the others went ahead and ate and then after my sip of tea I left the cafe and went down to the east end of the runway. It was less than 50 feet from the waters edge. I went down there for two reasons. To see how I was going to take off and just where I could find a rest room. After it was all said and done, it was easier to see how I was going to take off. I  must have walked a quarter of a mile to the out door out houses only to find after I got there that you had to have your own key. Fortunately, mother nature provided adequate private facilities.

     I guess when I'm in a bind I'm rather cautious. The winds were almost 90 degrees to the runway, and I wanted the direction that was the most advantagious. I periodically tossed bits of grass in the air counting the times the wind blew the grass to the east or the west. I finally decided that the take off would be to the east and with that part off my mind, I made the long walk up to the cafe.

     On arriving at the cafe, my friends were just barely getting through eating, and I was in no hurry to rush them. I finished my tea, but it didn't do much for me and while I was walking up to the cafe a thought came to my mind. "Call the Ogalla, NE flight service and have the operator fly over the hill to the lake, pick up one of my passengers, and we could take off easily. Then I would fly to Ogalla, pick up my passenger, refuel, and be on our way to North Platte to meet the rest of our party in the Cherokee."
     Then I thought the other way. "As sure as I called the operator over he would probably say to me, 'you take my plane and fly it back and I'll show you how to fly your Cessna out of here still loaded with four people.'" So, I talked myself out of that idea!
     Doug paid the bill, and we strolled down the hill to the Cessna to check it over closely. We started it up and taxied down to the runway and down the runway to the west end. To very west end! I had the tail off the end of the runway over the brush. We went through a power check.
     A long time ago, and I don't know how true it to be, but a friend of mine told me if you want all the available power, to turn off the master switch so all the power is to the engine instead of the distribution of some of the power to the electrical components.  So, I turned the master switch off. It did seem a little more powerful than before, but maybe I only thought that as we shoved the throttle forward and began to roll down the runway. A 2400 foot runway. We rolled and rolled AND rolled. When we passed the cafe at little past the half way mark, we didn't even move the airspeed indicator over the 40mph mark. Should I cut the power? We were moving fairly fast. We might slide in the grass to the end of the runway and go into the water anyway.

     I feel sure my passengers were getting a little worried. Sitting on the right side, I had my hand on the flap switch with the other hand on the controls. Doug hollered, "Now?" I said, "No!" His had was on the master switch, and as soon as I had said no, I yelled, "Yes!" With my hand depressing the flap switch, I glanced at the airspeed. The plane was getting light with the speed going from 45 to 50. There can't be 200 feet of runway left. Indicated speed and calibrated speed were possibly running two or three miles per hour faster than we're reading. The flaps are taking effect. The speed now a little over 50. Doug has his head down, and my life passes in front of me, as we whiz right between the boat masts and the trees. The stall warning is ringing! I lower the nose. Just a mile or two more and I'll keep the wheels out of the water. We cross the inlet, and there is hill and more trees. Not enough speed to turn... FLY BABY FLY! We are coming to the trees. We are getting climb speed in a normal down draft area, and I hold the nose down for as long and as low as I can. 75 and she is climbing easy, but I'll stay on the edge of my seat until I put it down in Ogalla. While we refuel, I regroup my senses. In Ogalla, I get a couple of hamburgers to go and we  begin our journey on south to Pampa, TX. I figured we used 2395 feet of a 2400 foot long runway.

Page 11 - I'm using all the runway, and there is no where to go.

     Fort Bridger, Wyoming looks like I'm landing on a mountain top. The airplane is handling somewhat different, but all is well.
     As I was on a flight plan from Odgon to Fort Bridger, the flight service station attendants gave me a warm welcome. They don't have many flights in and out of Fort Bridger in the fall and winter. It's was winter , but there was no snow on the ground.
     A cup of coffee went well, and I would have to fill up the plane from the five gallon can of gas I carried with me. Here they helped me prop the plane, and then its off again on to Rock Springs, Wyoming.
     Some how as I taxi for take off things don't seem right. For sure different than if I was at San Mateo, Ca. I check the airplane for power and set the altimeter and its off I go. As I roll and roll and roll... why is all of this different? I would not know how density altitude effects the power and performance of this little airplane. I'm using all the runway, and there is no where to go. The plane seems to feel lighter now and speed is beginning to pick up as I barely passed the end of the runway and down on the open range land. ( I will have to think about all of this!). I now head for Rock Springs. Another range of high mountains in front of me, but there is a wide open pass in the mountains. I'll be okay.
     Landing at Rock Springs was routine. The airplane is serviced, and then on to Rawlins, Wyoming. After the plane was serviced, I asked the airport attendant if he would prop the plane for me. He looked at me with a frown, a scowl of a look. " See this scar? This is what happened to me when I propped a plane and the operator did not handle the throttle and brake properly." He would show me a scar on the side of his face where he was hit by a propeller blow. "No, I will not prop the airplane for you. I'm sorry."
     Now what? I don't want to prop the airplane by myself, and I need to leave now. The attendant could see the sad look of disappointment on my face. "Man, I'll prop it for you, but do the things I tell you to do!" The little engine would respond to the move of the propeller. I'm off again to Montana. With a tear on my face, I thanked the attendant over and over as I would now head out to the runway and on to Montana.

Page 10 - Will my little airplane traverse those mountains???

     Landing at Lucin, Utah, it would be an experience landing on the salt flats. I had a five gallon can of gas and would have to fuel the plane myself and crank it ( carefully, remembering my experience in San Mateo ).
     The airplane refueled and cranked, I'm on my way to Ogdon, Utah. I had barely taken off when I would see a railroad section house on the flats of the west side of Salt Lake. I would see a girl walking to an out door toilet. I circled and circled around the toilet till the girl came out and waved. Then, again, I was back on course following the railroad track across the Salt Lake. I see a train in front of me, so lonesome to see people and create a little excitement, I flew close to the passenger train and would wave at the passengers on the train as I flew  by.
     The Salt Lake is a sight to see as Odgon looms in the distant east. There is a mountain range east of Ogdon. All of this is new to me. Will my little airplane traverse those mountains???
     Landing at Odgon was quite routine. I was able to have a good nights rest, but in the morning, I stare at this awesome ridge of mountains that are between me and my next stop, Fort Bridger, Wyoming.
     Landing at Fort Bridger would be a new experience for me. No one taught me anything about mountain flying or aircraft performance in the mountains.
     I was on a flight plan from Ogdon to Fort Bridger. Before I had taken off from Odgon I asked one of the attendants at the airport about how I would negotiate crossing the mountain range in front of me on the way up to Fort Bridger. The attendant told me to head the plane for a letter that was on the side of the mountain and on my flight path and the up drafts from the winds off the Salt Lake would give me a boost up over the mountain range.
     I depart and headed into the mountain range and there is the letter on the mountain side. I head for it as all the sudden the airplane is climbing at a rate that I could not believe. All the sudden, I have extra power and the climb is exhilarating!

Page 9 - All seems strange.

     I told the service station attendants that I had passed over a lighted airport west of Wennemucca coming in from Reno, but the pilots for San Francisco Land Co told me that the first airport I came to was closed. I was advised to land at the one nearest to town. I could hardly see when I landed, but I landed at the airport east of town, fell in a river or canal or irrigation ditch and nearly froze walking to town.
     The attendants said the runway I had landed at had been closed for years then touched a place on the wall and out comes a phone. "Bill, this is Jack at the Two Stiffs Selling Gas Service Station. Would you close a flight plan for a Piper Vagabond 4630H?" The flight service had said they were glad to get the call as I was well overdue on the flight plan, but had yet to begin any search for it. Now, all is well.
     The attendants could not believe where I landed and that I had to walk to town. They helped me to find a room at a local hotel.
     Morning of November 15, 1952, I arose at sunup and found a local cafe where I could regroup and then find a way out to the field where I landed and be on my way from Wennemucca to Battle Mountain, NV.
     I would walk to the service station. On picture postcards, the service station was known as the Two Stiffs Selling Gas.  One of the attendants took me out to the closed airport where  I would need to refuel the airplane. He was evidently familiar with this airport as he knew how to start the gas pump. I had him put a couple of gallons of fuel on the ground to be sure there was no water in the fuel line. This all being done, the attendant helped me start the airplane and I'm off to continue my adventure as it would be, on up to Montana.
     Battle Mountain assured and its on to Lucin, Utah. All seems strange. The higher altitude. The colder air. I had little experience flying at these higher altitudes, but it all exciting!

Page 8 - SPLASH! I fell into an irrigation ditch or river.

     Close enough. I stopped pulling my airplane to see where I could park it and tie it down.


     "How can I tie it down?"  I can't see the tie down area or even if there is another tie down area.  I walk up to the wing of the tied down airplane, get down on my knees, and started crawling in the direction of a possible tie down spot. Blessed, I found a tie down spot with a rope. If I'm lucky, the next tie down spot or tie down rope should not be that far away. "I found it!"



Winnemucca Mountain at sunset



     Now to get my airplane and somehow pull it into the tie down location and not hit the airplane that is already there. I have nothing but time, and I will take my time with utmost care. Finally, I have the airplane bedded down for the night. I didn't tie the tail down as there was no wind.

     It is getting cold. I'll freeze in the airplane! I should walk to town.



     I walk toward the lights of Wennemucca carrying a brief  case that contains charts and other important things. Pilot is right beside me. BANG! I walked into a barbed wire fence! Now, I can see the lights of a car, so I know there is a highway near. I can hear water running. I can't swim and don't have a change of clothes. I slowly walk to the highway. Maybe, I can catch a ride into town. SPLASH! I fell into an irrigation ditch or river. I have to tread water and try to make it to the other side. I have no idea where Pilot is. A couple of  minutes pass, and I have made it to the other bank, and Pilot is back with me.

     A long walk, in freezing temperatures, as I made it into Wennemucca.  The first place I come to is a service station and I"m happy that it was still open for business.

     I would tell the attendant that I needed a phone, if there was one available, and I needed to close a flight plan since I arrived a couple of hours ago.

Page 7 - Pilot, the dog, thinks I have gone crazy...

     Stops at Sacremento, CA and Reno, NV were somewhat routine, but the flight is challenging. The landscape was continuously changing, and I was compelled to keep close track of my flight path.
     Coming up on Wennemucca, darkness is coming on fast! If there is an airport, I don't see it. No lights to check the chart. Surface detail is almost gone as I come over the city of Wennemucca. No lights to indicate an airport. Time is running out, and I have to land! But, where? Should I go back to the lighted but closed airport? The landscape is not totally black as I cross a little river or stream and make a turn to the right. I see what appears to be a spot lighter than any place around it. Pilot, the dog, thinks I have gone crazy as he jumps to the baggage compartment.  He can sense all is not well. Can't see inside and have no idea how high I am above anything! I can see a tinge of twilight, but nothing in front of the plane as I try to see out the side window to try to see the surface of the ground before I hit it. I'm rolling! Things seem all right. As soon as possible, I come to a stop, and I really don't know where I'm at. I'd like to just set back and think about all of this but complete darkness is coming on. I need to be doing something.
     I get out of the airplane soon followed by Pilot, the dog. I can see the lights of Wennemucca in the distance, and how far away, I really don't know.
     My eyes, adjusting to the enviroment, I begin to walk away from the airplance to find something to identify where I am.
     As I walk, I can see faint outline of a building. As I get closer, I can see it looked like an office building.  The door of the building was hanging on one hinge. Now a closer look at things and I see the outline of an airplane. The airplane is cut in two. What did that?!  I look out to see my airplane, but it is so dark, I can't see it.
     Now what to do with my airplane my life line to Montana or anywhere. I get  to the airplane and try to push it, but then thinking I might push it into something and hurt it. I decide to pull it. Maybe I can see something before I hit it. As I pull the plane, I begin to see one edge of the old and abandoned office building, and as I get closer,  I can see the outline of the airplane that was tied down near the office building.

Page 6 - The weather is a no go for now

     November 10, 1952. I awake before sun up, check all the things I will need to make the trip. "Pilot" can sense my excitement, and he likes to fly and will be a good companion.  I open the door of the trailer home to find the fog so thick you could cut it with a knife.  I go over to the office. I can't even see the runway lights. It is so foggy. I call San Francisco tower to see about the weather to find it is no go for now.
     Just like the dreams have been telling me.  These dreams will not turn me loose, as it is late in the year and it will be near mid morning probably before the fog clears. I will call each hour and hope they don't get irritated with me.
     Before going on this flight, I had talked about some of the fuel stops with the San Francisco Land Company which had a Dehavaland Beaver. They would tell me that when I get to Winnemucca, Nevada not to land at the first airport I would come to as it was closed. With no real cross country experience and having never been up in the Winnemucca area before, I will remember what the San Francisco Land Company told me.
     How I would like to get an early start! I'm nearly overwhelmed with excitement. It's near noon, and the fog is so thick I can hardly see the end of the runway at the San Mateo airport. One o'clock. I call the San Francisco tower again. No go. Finally about 2pm they called me by name and gave me a clearance to cross the Oakland Bay at a certain altitude.
     I bid my wife and daughter goodbye as Pilot and I enter the airplane and started on our way. Weather is marginal, but I'm on my way. Sacremento is the first fuel stop and all is okay. Reno, Nevada, the second fuel stop, and all is okay. Now it is late in the afternoon, go or no go, it is on to Lovelock, Nevada, and the sun is about to set. I have to be very careful as I decide to go on to Winnemucca. Can I make Winnemucca before dark? Now, the sun is down. As I fly on, I begin to lose surface detail. I see car lights, but not the shapes of the cars. As I can probably see the lights of Wennemucca, I see a lighted airport. But the Land Company said that airport is closed!