"The Old and the Bold" by Macarthur Job
Thread Starter
"The Old and the Bold" by Macarthur Job
I first read Macarthur Job's wonderful book "The Old and the Bold" in 1994.
Mac and I had been good friends since 1977 when I first met him at the then DCA Air Safety Branch office in Melbourne. Mac was interested in a story I had written called "Cutting Corners" during his research for his forthcoming book "The Old and the Bold."
That saying originated from:The Big Apple: ?There are old pilots and bold pilots, but there are no old, bold pilots?
Following its publication, Mac gave me a signed copy which I have treasured. I lent it to someone, I forget who, and it was never returned. The sad part was although I had Mac's book for several years, somehow I never got around to reading it. Instead it took its place in my study along with many other un-read books.
The Civil Aviation Historical Society Museum at Essendon Airport had a copy of the book in their library. I borrowed it last week and have just finished reading its 20 enthralling chapters - all on general aviation stories from flying DH Dragons on Flying Doctor operations over the Nullarbor Plain, to Tiger Moths, to the sad story of the missing Wackett Trainer in 1962, a Lockheed 10 crash near Adelaide and more. I found each story beautifully told by Mac Job himself an experienced Aerial Ambulance pilot of another era.
"The Old and the Bold" is now out of print but available on various internet websites included here: https://www.abebooks.com/servlet/Sea...sbn=&sortby=93
Today we see sophisticated jet transports with their incredibly accurate and reliable automatic pilots and GPS navigation systems with their bells and whistles and flown by PF's and PM's rather than captains and co-pilots.
This writer learned to fly on Tiger Moths over 65 years ago. There were a few frights especially as my navigation skills were appalling in an open cockpit. Reading Mac Job's stories in the Old and the Bold took me back in time. Those pilots all had a scary story to tell. Reading that book I found myself identifying with them.
I recommend Pprune readers try to find a copy of The Old and the Bold to read. Maybe your local library can get a copy for you. ISBN 0-646-16095-8
Mac and I had been good friends since 1977 when I first met him at the then DCA Air Safety Branch office in Melbourne. Mac was interested in a story I had written called "Cutting Corners" during his research for his forthcoming book "The Old and the Bold."
That saying originated from:The Big Apple: ?There are old pilots and bold pilots, but there are no old, bold pilots?
Following its publication, Mac gave me a signed copy which I have treasured. I lent it to someone, I forget who, and it was never returned. The sad part was although I had Mac's book for several years, somehow I never got around to reading it. Instead it took its place in my study along with many other un-read books.
The Civil Aviation Historical Society Museum at Essendon Airport had a copy of the book in their library. I borrowed it last week and have just finished reading its 20 enthralling chapters - all on general aviation stories from flying DH Dragons on Flying Doctor operations over the Nullarbor Plain, to Tiger Moths, to the sad story of the missing Wackett Trainer in 1962, a Lockheed 10 crash near Adelaide and more. I found each story beautifully told by Mac Job himself an experienced Aerial Ambulance pilot of another era.
"The Old and the Bold" is now out of print but available on various internet websites included here: https://www.abebooks.com/servlet/Sea...sbn=&sortby=93
Today we see sophisticated jet transports with their incredibly accurate and reliable automatic pilots and GPS navigation systems with their bells and whistles and flown by PF's and PM's rather than captains and co-pilots.
This writer learned to fly on Tiger Moths over 65 years ago. There were a few frights especially as my navigation skills were appalling in an open cockpit. Reading Mac Job's stories in the Old and the Bold took me back in time. Those pilots all had a scary story to tell. Reading that book I found myself identifying with them.
I recommend Pprune readers try to find a copy of The Old and the Bold to read. Maybe your local library can get a copy for you. ISBN 0-646-16095-8
Never met the man, but wrote to him once about an article he'd written about a Baron crash in WA. I knew most of the players and pointed out the many background factors that he'd omitted. For my troubles I promptly received an extremely courteous and positive reply; he stated that his writings were based on the DCA Files and he welcomed my input. Impressive!
Mac Job, a true gentlemen, and a great author.
Mac did my DH-84 de Havilland Dragon endorsement back in the mid 70's at Point Cook. VH-AGC from memory. A thrilling experience.
Mac did my DH-84 de Havilland Dragon endorsement back in the mid 70's at Point Cook. VH-AGC from memory. A thrilling experience.
)Join Date: Apr 2011
Location: Victoria
Posts: 750
Likes: 0
Received 0 Likes
on
0 Posts
Kaz
I'm reading from my copy of his book.
"...the howl of the engines was hushed now by distance, but we could still hear it. The Beechcraft disappeared momentarily from view again behind a thicker stand of distant trees. Then it happened - a sudden hard crack - just like the snapping of a hard stick - followed by total silence..."
So many lessons learnt from you to stay alive, flying GA.
RIP, Mac Job.
"...the howl of the engines was hushed now by distance, but we could still hear it. The Beechcraft disappeared momentarily from view again behind a thicker stand of distant trees. Then it happened - a sudden hard crack - just like the snapping of a hard stick - followed by total silence..."
So many lessons learnt from you to stay alive, flying GA.
RIP, Mac Job.
Thread Starter
I'm reading from my copy of his book.
"An hour later, in the cloudless yellow sunlight of the late winter afternoon, I was on descent in the Apache. Somewhere in the ocean of scrub 25 miles ahead lay the Mulga Creek airstrip. The sun was close to the horizon and already some of the undulating country was in shadow.
The railway, snaking across the landscape, was in sight now. I gazed at it wistfully - less than 15 minutes flying down that line would take me to the lovely Redhead."
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,967
Received 93 Likes
on
54 Posts
Oh, very good megan!
Anyone else see what she did there?
Anyone else see what she did there?
Back on track.. (Page 39.)
I Thought I could Fly on Instruments!
"Desperately, I took off the power and put on carburetter heat. The gyros had toppled, but somehow I got the aircraft level again, more by sensation than by instruments, because they had all gone haywire.
Things seemed to be settling down, so I seized the moment to turn and yell to my girlfriend that whatever she did, she was to watch the VSI and let me know what it was doing."
I'll bet that she was a Redhead..
I Thought I could Fly on Instruments!
"Desperately, I took off the power and put on carburetter heat. The gyros had toppled, but somehow I got the aircraft level again, more by sensation than by instruments, because they had all gone haywire.
Things seemed to be settling down, so I seized the moment to turn and yell to my girlfriend that whatever she did, she was to watch the VSI and let me know what it was doing."
I'll bet that she was a Redhead..
Join Date: Aug 2011
Location: Australia
Posts: 423
Likes: 0
Received 0 Likes
on
0 Posts
Re the Rod Lovell report on his DC3 ditching into Botany Bay in 1994 reproduced by link in Post No.12. Certainly a most interesting in-depth report by the captain.
One paragraph deserves comment though and that was where the writer stated:
"I dispute the BASI report's statement that "almost full right aileron had been used to control the aircraft". The implication of yaw is overstated. The application of hard right aileron was transient only".
The report says the whole event lasted only 46 seconds and started at 200 ft agl. It is decades since I flew DC3's and memories fade over the years. But where the writer states the hard right aileron was transient only, much depends on how many seconds is "transient" - especially when one is told the event lasted only 46 seconds from engine failure to ditching. During simulated engine failures after lift off in the DC3 it was quite common to see pilots using large amounts of aileron deflection in their attempts to fly a straight path on one engine. One reason being the rudder pedals on the DC3 are quite small and close together and foot load very heavy indeed with one propeller windmilling. Because of this, it was not uncommon to note some pilots could not obtain full rudder deflection (especially a problem for a short pilot) and compensated for this by applying almost full aileron in their attempts to keep the wings level. The drag from full ailerons would be significant and certainly would have affected any climb ability. I vaguely recall the accident investigation may have mentioned this. If "transient" was for only 30 seconds for example, then that was a good proportion of the total flight time of the accident.
One paragraph deserves comment though and that was where the writer stated:
"I dispute the BASI report's statement that "almost full right aileron had been used to control the aircraft". The implication of yaw is overstated. The application of hard right aileron was transient only".
The report says the whole event lasted only 46 seconds and started at 200 ft agl. It is decades since I flew DC3's and memories fade over the years. But where the writer states the hard right aileron was transient only, much depends on how many seconds is "transient" - especially when one is told the event lasted only 46 seconds from engine failure to ditching. During simulated engine failures after lift off in the DC3 it was quite common to see pilots using large amounts of aileron deflection in their attempts to fly a straight path on one engine. One reason being the rudder pedals on the DC3 are quite small and close together and foot load very heavy indeed with one propeller windmilling. Because of this, it was not uncommon to note some pilots could not obtain full rudder deflection (especially a problem for a short pilot) and compensated for this by applying almost full aileron in their attempts to keep the wings level. The drag from full ailerons would be significant and certainly would have affected any climb ability. I vaguely recall the accident investigation may have mentioned this. If "transient" was for only 30 seconds for example, then that was a good proportion of the total flight time of the accident.
