His name was Ray Watkins, and he was a helluva nice guy and smart as they come. He got his Double “E” degree through the NESEP Program. Ray had just asked me the question that was sure to come up sooner or later in any Ready Room in the Fleet. I knew Ray was a mathematician as well and mused a bit before answering. “Ray,” I said, “I know the mathematical odds are that there has to be some form of life out there in the galaxies. I just don’t believe they reside in this solar system.” Ray had a twinkle in his eye and said, “I think you’re wrong.”
By this stage of my young life, I was already aware of the fabled New Mexico sightings, the many alien-abduction claims, and even a few unexplained sightings by supposed professionals, but then, as now, I was a skeptic, to say the least. I didn’t believe in psychics, soothsayers, demons, or witchcraft, and I sure as hell didn’t believe in UFOs. My conversation with Ray was one of those I hoped didn’t go any further. It is hard to reason with a true believer. Ray was smart enough to know that and dropped it.
In those days, my recreational reading went from John le Carré to Zane Grey and Louis L’Amour to James Michener; I was always a fan of history and historical fiction. Ray was heavy into Isaac Asimov and other sciencefiction writers of the day. To my way of thinking, both pursuits—in their own way— were educational. One (Ray’s) was just on a higher plane, if you will.
I didn’t think much about it for a year or so. I was driving U.S. Marine Corps RF-4s and usually flew with Larry Shreve in my back seat, but often, I’d fly with the other guys as well. I always enjoyed flying with Ray; he knew the radar well and was calm and professional in every aspect. He was just a neat all-around guy.
Low, Fast, and in the Dark
As luck would have it, we deployed to Marine Corps Air Station Yuma, Arizona, for an intense workup and training period. I loved it; we flew around the clock and had crosscountries, to boot. It didn’t get any better for a young naval aviator.
One of the more demanding missions for a photo reconnaissance team was a low-level night photo-flash mission. On the surface, it may seem easy, but until you tried it, you couldn’t believe how difficult it could be.
This story is from the February 2019 edition of Flight Journal.
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This story is from the February 2019 edition of Flight Journal.
Start your 7-day Magzter GOLD free trial to access thousands of curated premium stories, and 9,000+ magazines and newspapers.
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Keeping 'em Flying!- The new generation of warbird pilots, restorers and mechanics
The new generation of warbird pilots, restorers and mechanics. Nearly 80 years after the end of World War II, the fighters, bombers, and trainers that defended freedom continue to enthrall and inspire audiences at airshows, thanks to generations of warbird pilots, maintainers, restoration specialists and collectors. In our September, 2022 issue we introduced you to the young warbird pilots, maintainers and restorers who are already beginning to displace more "experienced" warbird fliers and fixers.
The Corsair Maker- Bringing the Vought Corsair to the fleet was a daunting challenge that spanned nearly three years.
When the first production Corsairs exited the Stratford factory in June 1942, Guyton, as seen here, was tapped to manage the flight and production test program. Armament was improved to six wing-mounted .50s, displacing the wing fuel tanks now placed forward of the cockpit which necessarily was moved rearward by 32 inches. Overall length was increased, armor plate added, landing, arresting and tail gear improved, aileron control enhanced, and a new version of the R2800 engine was incorporated. But those significant improvements unearthed numerous idiosyncrasies that would take an extended period to make the Corsair acceptable for carrier operations
STARFIRES Over Korea
F-94 pilots tangle with MiGs
Training Mission
BY THE TIME THIS TRAINING SCENE WAS RECORDED in Canne, Italy, in July 1944, Allied Yugoslavian airmen had several years of experience working side by side with the RAF.
KC-46A PEGASUS
Next generation aerial refueler
"SATAN'S ANGELS" ACE - Tales from a P-38 pilot in the South Pacific
\"AS A KID GROWING UP on the bow of my father's tugboat, hauling oil from Seattle to Alaska, I had a lot of time on my hands.
WACO YKC - Stunning and Ultra Rare Golden Age Cabin Flier
BETWEEN THE IMPLEMENTATION of the Air Commerce Act of 1926 and December 31, 1948, all U.S. registered flying machines sported an N-number, much as they do today, the \"N\" being an internationally recognized identifier for the United States. During that period, however, an additional letter-identifier followed the \"N.\" Depending on their category, they were registered in the NC (Commercial), NG (Glider), NL (Limited), NR (Restricted, usually meaning race airplanes), NS (State government), and, finally, NX (experimental).
BADER'S HURRICANES
Double amputee fighter ace Douglas Bader and his Battle of Britain Hurricanes
Scourge of the Allied Fighters
IT HAD TO BE THE MOST HELPLESS FEELING in the world: you're at 25,000 feet over Europe knowing that your primary function is to drop bombs-or flying escort for the bombers while being a slow-moving target for some of the world's finest shooters. However, you have John Browning's marvelous .50 caliber invention to give some degree of protection. Unfortunately, you're absolutely helpless against flak. Piloting and gunnery skills play no role in a game where sheer chance makes life and death decisions. For that reason, the Krupp 88 mm Flak 18/36/37 AA cannon could be considered WW II's ultimate stealth fighter. You never saw it coming.
ZERO MYTH, MYSTERY, AND FACT
A test pilot compares the A6M5 Zero to U.S. fighters
