Monday, June 22, 2015


Thanks, Dave W, for your suggestion. Here it is:

Do you remember that 1960s American TV sitcom named “My Three Sons”? You probably don’t. Here’s a clip: My Three Sons.
William Frawley played the role of “Bub.” Frawley was better known as “Fred” in “I Love Lucy.” (Surely you are familiar with that one—with all its re-runs.)

Somehow in the annals of history, my dad, Hayes Watson Cockrell, collected the moniker “Bub” from that TV series.I don't think he was happy with it, but he didn't complain.

He served aboard the USS Alsea (ATF-97) in WW2 as an electrician’s mate. But before he went to sea he served a few months as a clerk in the pilot records office at Pensacola Naval Air Station. There the commander took a liking to him and invited him to go on flights in SNJ trainers. Bub once told me they referred to the SNJs as
Stuka Nuka Javas.” One day the CO asked my dad if he would like to enroll in the Naval Aviation Cadet Program. He declined. In later years I asked him why he passed up that opportunity. He just shrugged and said he wasn’t sure of it.

His service aboard ship was mostly uneventful except for watching torpedo wakes go by headed for larger targets than the Alsea. His most repeated story was of timing shells going overhead from battleships to the Normandy coast at D-Day.

After the war he married Helen and enrolled in electrical engineering. But when I came along he dropped out. After two aborted attempts to be a law enforcement officer he settled into a vocation that the Navy taught him—electrician, at which he was very successful. Motivated by his interest in airplanes that had captured him at Pensacola he used the GI Bill to learn to fly.

When I turned  six he deemed me airworthy and took me down the Black Warrior River in a Piper Super Cub with the wheels only few feet off the water. (He was far from a perfect man and so was his judgement at times.) Of course I loved every second of it. Later he became a pilot with the Civil Air Patrol (CAP) and flew many search missions for lost aircraft. His involvement in CAP was my impetus to becoming a CAP cadet, which launched my career as a military and airline pilot.

Bub wasn’t there when I first soloed at the age of 16. I don’t remember why, but suspect my instructor simply didn’t notify him that it was going tom happen. Later that day I joined up with him at the river for some fishing, and I don’t even remember what he said about my solo flight. I think he just considered it something that was simply destined to happen.

I remember him once telling me that his flight instructor went on to become the chief pilot at Southern Airways, which eventually merged with Republic and then Delta. One day he crossed paths with his old instructor and they caught up. The instructor told Bub he would be glad to set him up with a pilot candidate interview at Southern. 

“Did you?” I asked.

He just shook his head and sighed. He said he wasn’t sure about it.

Eventually he dropped out of flying as his family grew. Yet to the day of his losing consciousness I think he considered himself still a pilot. In the U.S. a pilot’s license never expires unless it is revoked. Only the medical certificate and the logbook currency expires.

He was a bit disappointed that I went to the USAF instead of the Navy, which he stayed with as a reservist for another 30 years as a Chief Petty Officer. But he always saluted me.

I respected his work ethic and devotion to family and country, but I resolved not to make his mistakes. I seized opportunity when it presented itself and when it didn’t, I knocked its door in. I was the success he imagined he never achieved. His other kids did well too.

And in that respect he was a victorious achiever. 

CPO H.W. Cockrell, USN "Seabees", 1975

My boat's name

Monday, June 8, 2015

Mongoose VI, the End

Apologies, readers—those who are left. My dad's health took a bad turn a few months ago, and I have had little motivation or time to write. He passed last month.

AirVenture 2014 is old news now and I won't dwell on it much. After the recovery of the mass formation I joined the ranks of the spectators and hung out with my old Air Force friends. I bade Mongoose so-long. He had to get back to work.

The highlight of the week was the Thunderbird performance. I never grow tired of it. They played “God Bless America” during the bomb burst maneuver and I damn near went to tears. (It’s hard to believe the nauseatingly politically correct USAF would allow that.)

The next morning Mike and I mounted up and joined up with Lefty and BJ, both CJ-6 pilots, and set course for home. We enjoyed another round of great cross-country weather for the run down south. Lefty broke off at Nashville and as BJ led us to Windward Pointe Airpark I started to get antsy again. You’ll need to read “Flyin’ Miss Daisy” to understand what I was up against. Windward was a short grass air strip with a dog leg in it. It was narrow and had a host of obstacles at its ends and along its sides. My departure out of it the prior week in the heavy Nanchang had given me the jitters. Now I had to land on it.

I remembered that first and only landing I had made there a few weeks before. I had dragged in over the high tension wires and the cut the power, hoping not too soon, and dropped the Chang onto the grass, seeing the guy-wire on the right flash by, hearing my back seat instructor—BJ—yell, “Watch the fire plug on the left!” which I never saw, then braking to a stop right before the narrow part where the trees come within a few feet of your wing tips. I felt lucky, not skilled, and did not look forward to doing it again.

But I had to—Windward was Alabama Girl’s home base. I wasn’t about to end this fantastic journey by depositing Mike’s Nanchang at the municipal airport.

Yet things looked different as I turned in on the runway. I saw the orange balls on the wires. I spotted the guy-wires and the fire plug. I checked my airspeed and approach angle. Everything looked good. I even felt comfortable. This was going to work out okay. Suddenly I realized why it felt better than before. It was Mongoose, again!

On the way up to Oshkosh Mongoose had looked over at me, pressed his mic button and said, “You look like you’re sitting too low in that cockpit. Raise your seat.”

The Yak-52 that I had been accustomed to did not have an adjustable seat. It simply didn’t occur to me that the Nanchang—a very similar aircraft—would have one. I did as he suggested and suddenly it was like flying in another plane, one where I could actually see the world.

I glided in over the wires, and landed between the guy-line and the fire plug and rolled to a satisfying stop. My break-out trip into retirement was a resounding success.

I owed Mongoose for another save.

I flew Alabama Girl in an airshow in my home town in March. Some of the other pilots
in the show went with me to visit my dad in his nursing home. The old WWII Navy vet insisted
on saluting each one of us.  

Saturday, February 28, 2015

Mongoose Part V

The long holding pattern over Lake Winnebago turned into an hour, and still there was no word from OSH tower as to when we would be allowed to land. Guys began to complain about running low on fuel. Mongoose ordered a fuel check. Each of the 12 aircraft reported how much time he had left till “Bingo.”

Saturday, February 21, 2015

Mongoose, Part IV

I realize that writing a story in installments, as I’m doing, loses readers when I wait so long between posts. Apologies and promises to be more prompt. Here’s the continuation of Mongoose.

Friday, January 23, 2015

Mongoose Part III

Mongoose and I breakfasted at the college cafeteria, which was full of pilots and airshow attendees, then caught the shuttle to the field. I had an hour to kill before the briefing so I called some old buddies who I knew were there. Five guys from my pilot training class at Vance AFB (Class 73-06) were there somewhere among the growing crowd of tens of thousands of people.

Friday, January 9, 2015

Mongoose, Part II

Note: It’s been too long since I wrote the first of this “Mongoose” series. My dad is very sick and the desire to write is throttled back these days. But here’s the second installment.

Sunday, November 30, 2014


Mike and I rode Alabama Girl north in the general direction of Oshkosh, suffering a slight quartering headwind and churning through skies as clear as a glass of sunshine. We were bound for Bloomington, Indiana to meet up with another CJ-6 owned and flown by a friend of ours whose call-sign was Mongoose. 

Mongoose is a “lead or get the hell out of the way” type of guy who mostly doesn’t wait for you to get out of the way. His ego cuts a swath so wide the moon holds to let him by. His persistence sometimes casts him into caustic skirmishes with similar swaggering characters, of which there were many where we were going. Having known him for 25 years, served with him in wartime, sparred with him in dogfights, and listened for hours on end to his ideas, his aspirations and his dreams, I know enough to stay aside and watch with amusement as he dictates his resolve on old friends and unsuspecting strangers alike. There are those who call him a prima donna, but Mongoose consistently cashes the checks his ego writes. Prima donnas can’t do that. And that is why I have remained his friend for so long.

I was headed for my first solo landing in the ‘Chang (you’ll recall from the last post that, while Mike—the guy in my back pit owned the plane—he was not yet a pilot). The
This guy does not appear
 to be missing the B-767
Bloomington tower cleared us for a straight-in to runway 35, a nice long one. About two miles out, just as I was about to reach for the gear handle, I heard an airport truck tell the tower he was on the runway to pick up a piece of debris. The tower controller immediately cancelled my landing clearance and in the same breath asked if I could accept runway 24, which was almost perpendicular to 35 and lay on my side of the airport—very close to my position. Additionally, it was short, about 3500 feet.

A careful pilot, or one whose bladder was not full, would have told the tower “unable” and executed a missed approach. I was neither that day. I accepted the clearance to 24 and immediately turned onto a left downwind. By then we were very close (laterally) to the runway and I began canvassing my memory on the accidents I had read about. CJ-6s were notoriously unforgiving of pilots over-shooting final approach and correcting with excessive bank and top rudder. I sensed a learning opportunity for Mike and began telling him about the trap being set for us and how we must be diligent to avoid it. This lecture lasted to the base turn where I suddenly realized the gear was still up. Damn! One “teachable moment” (don’t you hate that phrase?) created another. I put the gear down, looked over the landing checklist and monitored the close-in final turn carefully. A head wind helped avoid an overshoot.

We got down safely and the tower man thanked us profusely. I taxied to the pumps and shut down. We had plenty of gas, but a top-off wouldn’t hurt, especially knowing where we were headed—the world’s busiest airport for one week of the year, and this was that week. After lunch I completed flight planning for the run up to Oshkosh, preparing to lead the flight of two, if necessary, or go single-ship if the Mongoose didn’t show up.   

An hour later he landed, annoyed that we had beaten him there, yet smugly satisfied that he had executed the role of respected, debonair late-comer. Even before jumping down from his wing he informed me of his plan to lead the flight into OSH. It was okay with me. He would now do the most work; I would be the humble happy wingman. Mongoose’s plan was to stay low both to minimize headwinds and stay out of the way of O’Hare arrival and departure traffic. We took off and headed northeast. He checked us in with ATC for flight following with the usual call: “Red Star Flight, Check.”

I responded as required: “Red Star Two.”

The controller, apparently unaccustomed to formation protocol, blocked my response, thinking Mongoose’s call was for him: “Aircraft calling Indianapolis Approach, say again.”

Because Mongoose is an astute—damn near perfect formation leader—he made the check-in call again to insure I was on the frequency. Again the controller blocked me, asking who was calling him and for what.

Mongoose said, “Indianapolis, standby-by I’m trying to check my flight in.”

The controller was obviously agitated: “Aircraft on Indianapolis frequency go to another. You are interfering.”

I could see the ire turning Mongoose’s helmet red. His voice volume went up:  “Indianapolis, I am trying to check my flight in on your frequency and then I will ask you for radar service!”

The controller, still not getting it, retorted, “Okay, but if you need to tell your wingman to keep quiet.”

I knew a lecture was coming from Mongoose: “Having the flight check-in is perfectly normal and necessary, now are you going to give us flight following to Oshkosh or not?”

The controller, not about to relinquish the high ground, denied the request. Mongoose switched us to air-to-air frequency and we didn’t talk to another radar facility from that point.

The countryside across Illinois and southern Wisconsin was
Flying loose on Mongoose's wing with Mike and I in the mirror
uncommonly beautiful in the lowering sun. Barns, silos and wind turbines cast long shadows across brilliantly colorful fields of corn and wheat. It was wonderful flying. You could get about as low as you dared; the only threats were birds and towers. Mongoose had state-of-the-art electronics in his cockpit to alert him for obstacles, and he was an awesome master at spotting both birds and nearby aircraft. He could do it even when he was on the wing.

As we neared OSH, tired but happily anticipating parking our birds in the warbird area, meeting old buddies and have a grand dinner, we saw an ominous cloud formation in front. Mongoose, being the perfectionist he is, already knew there was a rain shower in the area of the airport—in fact the only thundercloud in the whole lower 48 states that afternoon sat over the busiest airport. Our perfect weather run-up from the Deep South was to terminate with—with what?

Fon du Lac had just passed under our bellies. It was stuffed with airplanes that had either not wanted to challenge that thunderstorm, or simply planned to land there and take a bus to the big show, as many pilots preferred. That opportunity was behind us now, but still choosable, and maybe preferable to the cloud ahead. The closer we got the darker that thing got. It was right over OSH. Mongoose had IFR capability in his plane but Alabama Girl did not. He waggled his wings—the signal for me to close it up tightly. I moved in. Mongoose contacted the OSH tower and got permission to land on 36L. We couldn’t see it for the rain shaft. The turbulence increased, but I held tight. Mongoose bore straight for the monster. “Two take spacing!” he called. I dropped back, but not far. I needed to keep him in sight. I saw his gear go out. I threw ours out. At about a mile out we saw the numbers: 36L. The center-line stripes raced at us. BAM! I drove Mike’s Chang onto the runway, checked-up with brakes and closed up behind Mongoose.

It was then, with the stress off, that I suddenly realized there were no other aircraft on the OSH tower frequency. We were the only ones! I laughed. Mike said, "No other idiots would attempt this!"

We fell in trail behind the “Follow-Me” truck and were met by marshallers parking us on the grass in the warbird corral. We hurriedly exited and closed our canopies because of rain. Mongoose walked up, drenched, grinning like a fool and slapped our shoulders.

“Cheated death again,” Mike shouted.

Mike grabbed his camping gear and separated in search of friends. Mongoose and I headed into town on the airshow shuttle bus for rooms at the college and then on to Kelly’s Bar, the airshow pilot hangout, not knowing that we were about to “cheat death” for real--at Kelly’s.  

 Wingng our way to Oshkosh.

Thursday, November 13, 2014

Flyin' Miss Daisy

I feel jumpy taxiing out to the end of the grass runway at Windward air park, 60 miles west of my home patch. The mount under me—a Nanchang CJ-6—is new to me. I have only an hour’s instruction in it. It feels big. Heavy. The monstrous nose out in front, with its sides painted with a half-naked Daisy Duke under the bright red moniker of “Alabama Girl,” dominates the view ahead. The runway is so narrow I lean my head side to side to keep the edges in sight. On the left, trees; on the right, more trees, plus a house that sat only a wingspan to the side.

The ’chang is loaded to the gills with gas and gear. The backseater, Mike, weighs in at about 220 pounds and the day is already getting hot. Density altitude is building and the wind is forcing me to takeoff in a direction I do not want to go. I have only a little over 2500 feet of runway awaiting and high tension power lines crossing the departure end. This takeoff will be interesting.

Mike owns the beast but is not a pilot. He has been taking lessons in a Cessna and aspires one day to pilot the Chang for himself. Thus Mike is a basically a passenger. A mechanic himself, he knows the Chang’s innards very well, but the flying part of this deal is all up to me.

I turn the Chang around in a hollowed-out area of heavy timber at the north end and look ahead. Two thirds of the way down the runway takes a dogleg of a few degrees to the right. The trees give way to open field about half way down and houses and hangars of air park residents sit back to the right. I can clearly see the orange balls on the power lines at the far end, and on the other side of them sits a big multi-story house right smack in the departure path.

I go through the pre-takeoff checklist meticulously, ask Mike if he is ready and get a whooping rebel yell on the interphone, “ARRIGAH! LET’S GO TO OSHKOSH!” I swallow hard, push up the power and check the engine gauges again. This isn’t the 360 horses I'm accustomed to in the Yak-52; this beast—bigger and heavier—has only 285 ponies. Those orange balls seem to be moving toward me and I haven’t even released the breaks yet.

As the Chang rumbles in the grass slowly—and I mean slowly—picking up energy, a brief but profound thought flashes through my churning gray matter. Why am I doing this? I could have easily taken my nimble little RV-6 to Oshkosh, comfortably ensconced in an airframe that had proven it was safe, reliable and had an awesome power reserve under its petite cowl. But here I am, once again, riding a Communist built military beast testing the edges of sanity, hoping its engine won’t falter until I get over those balls. Why am I doing it? I know why. I like adrenalin. Give me some, but not too much. Just enough to keep life interesting.

The airspeed needle seems a long time coming alive. "Interesting?" Am I kidding myself? Isn’t flying anything to Oshkosh interesting enough? Now the needle is through 50 knots. The Chang’s wheels bang heavily against the clumps and bumps. How interesting is interesting supposed to be? I feel my teeth clinch up when we go through the “gap.” The gap is the runway’s narrowest part. Scrub brush and small trees come within inches of the Chang’s wingtips. Then the house on the left flashes by close enough paint it. I can’t rotate till 60 knots but want to, badly. At 55 the airspeed seems to hesitate and I want to apply back pressure. The orange balls are growing. This is not interesting; it’s nuts.

Then 60. A little back pressure. But not too much, lest the induced drag build too rapidly and retard what puny acceleration I've got. I need to climb when I get off this grass. I need energy. Suddenly we are at the dogleg. I apply a bit of right rudder just as an asphalt road, slightly elevated, hits the wheels. It ramps us into the air.

My left hand moves with a quickness I didn’t even know I had to the gear handle. Got to get rid of that drag. The balls are still a good 40 feet above the arc of the prop and racing at us. I feel the Chang accelerate at last. I’m still headed straight for the living room door on that nice house ahead, but I’ve got airspeed building now. What relief. The balls no longer hold sway with me. I’m breathing again. Before I reach the wires I've got 80 knots, going on 90. I bank Alabama Girl to the left and start a big turn to the north. I'm trying not to think about coming back here to land.

We deviate slightly after crossing the wide blue Tennessee River to pass over Mike's girlfriend's workplace. She knows we're coming, and we see her waving arms in the parking lot. He's excited. He visualizes him in the front and her in the back headed to Oshkosh themselves, maybe next year. I hit the smoke switch and see the shadow of our smoke trail crossing the ground. The tension of a few minutes before has melted and I'm feeling good.

We turn north. The day is splendid, the skies bursting with blue and stretching to the beyond-world, and Mike and I are headed for aviator’s ecstasy—AirVenture. We damn near break into song. Now, for the first time since I walked away from the big iron, I can go forth and not give the slightest thought as to when I must return. Mike has a business to run; he can’t stay away forever, but he’s flexible. We’ll come back when we feel like coming back. 

Like the long airline career, the testy takeoff is behind me and we need only to ride the Chang north. Can’t wait to get there. People to see, things to do. Oshkosh, look out. Alabama Girl is coming with Mike and me clinging to her with our hair on fire. It’ll be interesting.

Ride Squatch's back seat in his Yak-52  as he shoots 
the gap and leaps off of the Windward runway.

If you read the first post of Three Mike Five ("The Place") and wondered what was to come, stand by. First I need to catch up on what's been happening since I hung up my 767 spurs.