May 10, 2003

Arizona Aviation Hall of Fame

Pima Air & Space Museum

6000 E. Valencia Road

Tucson, Arizona 85706

Attn: Selection Committee

I have enjoyed a wonderful career. In fact, the only thing missing career-wise is my goal of seeing Captain Ralph S. Johnson honored for his many contributions to aviation. That is what this letter is all about.

Ralph is 96 years young now. We are fast running out of time to honor this great man albeit he still does not wear glasses, drives at night, and recently re-roofed his house!

I am attaching the videotape (copy of the 16mm film done in 1940-41) where he proved his theory of using stabilized approach procedures. Notwithstanding his many innovations and inventions, the stabilized approach has saved countless lives and is the only way to fly a swept winged jet on an approach. Surviving a windshear encounter in a jet airliner would be unlikely were it not for the stabilized approach procedure developed by Captain Johnson.

Please consider Captain Ralph S. Johnson when you consider the next nominees to the Arizona Aviation Hall of Fame. Look at the long list of achievements this stalwart has contributed to aviation and Arizona as well.

Blue Skies & Tailwinds...

Billy Walker

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Captain Ralph S. Johnson

There are several individuals, some still living, who are deserving of a place of honor for their historical contributions to aviation. Aviation Week & Space Technology award program is an excellent means to honor the few qualified individuals.

No one person is more deserving being enshrined than Ralph Johnson. For many years, Ralph was the chief test pilot for United Airlines. In the 1940's he developed what is now known as the stabilized approach. It is my testimony and that of many other airline captains that the stabilized approach procedure is the largest single factor in achieving the success realized today in reducing approach-landing accidents. It is, in fact, the biggest contributing factor in surviving windshear encounters during the landing approach phase in swept-winged jet aircraft.

Ralph Johnson has not been fully honored for his many contributions to aviation. I respectfully hope you will consider reviewing Captain Johnson's fine record of achievements. Johnson was honored in 1991 by the National Aeronautic Association and the Aero Club of Washington as "Elder Statesman of Aviation." He had been given a special honor by the NAA, United Airlines and The Airline Pilots Association prior to the Elder Statesman award.

Ralph's flying career began in 1930 after having graduated from Purdue University with a Bachelor's degree in Aeronautical Engineering. His initial flight training was at March Field in Riverside, California in 1930. From there he went to Kelly Field, San Antonio, Texas. He flew DeHavilland DH-4 and Thomas Morse biplanes.

In 1931 General Winans, 8th Corps (Western Region) commander named Ralph Johnson as his personal pilot. He flew Fokker Tri-Motor aircraft in this capacity for a year.

In 1932, after leaving the Army, Ralph became an instructor for the Ball brothers (Ball-Mason Jar Company) in Muncie, Indiana. Johnson's duty was to fly the Sikorsky S-39 amphibian off Lake Wawasee in northern Indiana. He transported passengers to the Chicago World's fair in 1933.

From the Sikorsky Ralph went to Ford Tri-Motor's. He became a "Mate" or co-pilot for National Air Transport (NAT) in 1933. NAT, thru a series of mergers with Boeing Air Transport, Pacific Air Transport, Varney, Boeing Flight School, and United's Burbank airport, became United Air Lines in 1934. Ralph is ALPA member number 753.

By 1934 Johnson was a United Captain flying the Ford's and Boeing 247D's. He flew EVERY Boeing 247, DC-3 and DC-4 that United owned. It was around this time that Captain Johnson moved to Wyoming. To this day, however, he claims his Indiana native farm-boy status.

In 1935, following an extensive CAA instrument check-out in the Boeing 40-B, Johnson was named Chief Test Pilot for United. He was responsible for the testing of engines, instruments, radios, navigation systems, constant speed propellers, de-icing systems, and all-weather flying techniques.

One day he lost one of the wheels on takeoff in a United Boeing 40-B, an open cockpit biplane. A tractor pulled out onto the runway and a collision was unavoidable. Eventually, he had to land. When he did, he softly touched down on the remaining wheel and gently slowed the aircraft until wing lift was no longer available and the wheel-less strut touched down. Johnson accomplished the feat very skillfully in an aircraft that was damaged beyond repair when the tractor collided with his wing and landing gear.

In 1938 Johnson developed a propeller de-icing system using grooved rubber boots and alcohol. Also, in 1938 He was sent to Douglas Aircraft to test fly the DC-3, and other models under development. He did the test flying on the DC-5, which he described as a wonderful aircraft that succumbed to corporate political underhandedness. The DC-5 saga is an interesting story itself.

From 1940 thru 1943 Johnson supervised United's experimental work on pulsating boots for wings and heated leading edges for deicing and anti-icing. He test flew hundreds of Boeing B-17s modified by United's modification center.

Of particular note, was a flight to Minneapolis in a B-17. Weather reporting was less scientific then and Johnson was caught in a fast moving storm that left him no better alternative than to land on a runway covered with black ice. With no thrust reverse capability, and braking nil, the aircraft was fast running out of available runway. Captain Johnson was able to use differential braking and engine thrust to skid the aircraft 180 degrees on the runway, resulting in the aircraft moving backwards down the runway he had just landed on. Johnson then adroitly added forward thrust stopping the aircraft with the only damage being his crew members nerves. Just one of many instances that made Ralph Johnson's airmanship legendary. He truly was a pilots pilot!

In 1941 Captain Johnson conceived a hooded approach and runway light system for British airfields to avoid detection by overflying German aircraft and to provide accurate glideslope information to aircraft on final approach. Again, countless lives were saved through his ingenuity.

1941 was a busy year with WWII getting into full swing. Johnson was doing his share by making the world of aviation safer. In what many aviation experts agree was the single most important aviation innovation to improve safety, Ralph Johnson developed the stabilized approach. He produced, directed, and starred in the film "All Weather Flight Methods." This film demonstrated the advantages of a stabilized final approach among other weather flying techniques. Fifty years later Johnson's techniques are still being used!

Many of Johnson's innovations are in use in various aspects of the aviation community today. His propeller deicing system, flight deck coordinator, and wing tip dispensing system are among his inventions. The flight deck coordinator was a scrolling checklist used for many years by most airlines and the military. Still in use today, thousands were made by Johnson's Master Equipment Company. Every aircraft I flew for Frontier Airlines, from DC-3's to the Boeing jets, utilized Ralph's scroll checklist. The one exception was the MD-80 which used the CRT display, but it was still the same idea born of Johnson's perceptivity. The wing tip dispensing system (for granular material on spray planes) took advantage of tip vortices to spread the spray swath.

A member of the Octogenarians, and OX-5 Aviation Pioneers, Captain Ralph S. Johnson has earned his rightful place of honor in the field of aviation. He has left major legacies to the aviation community that has saved countless lives and guarantees the saving of countless more.

The stabilized glidepath approach, the systematic use of a checklist, cockpit resource management (sometimes referred to as Aircrew Team Dynamics or Crew Coordination) that gave specific duties to the pilot not flying the aircraft are among the Johnson legacies.

In the early days many captains simply chose to ignore the presence of the co-pilot. Now most of the airlines have organized schools that teach crews how to utilize available resources with crew coordinating techniques.

There were three phases to Captain Johnson's career. Army Air Corps, United Airlines, and General Aviation. His contributions were many and included all three phases.

Following his retirement from United in 1947, Johnson began a career of operating a fleet of transports and converted bombers. This new venture would lead to several inventions and innovations. He would modernize old systems and procedures by looking for a more practical approach. Johnson simply always found a way to make the unworkable workable.

As a youngster, I grew up around aircraft. My Dad, Pic Walker, was an owner/operator of Plains Airways a Civilian Pilot Training (CPT) operation. I wanted to be around aircraft since my earliest memory. Ralph Johnson gave me my first job in aviation. This was in 1958 and Ralph was spraying to control a terrible grasshopper infestation in Wyoming, Texas, and Oklahoma using big C-82 and C-122 aircraft.

I still marvel today at the things I saw him accomplish back then. Changing the engines (to the more powerful R-2600) and aerodynamics of the Chase C-122 so that dispersing the aldrin chemical would occur more efficiently, for one. For another, developing new techniques in the use of existing radio systems so that accurate dispersal of the spray would be not be merely approximate, but exact. Yet with all his responsibilities he found time to teach a 17 year old techniques that would enable an aspiring young pilot to become a competent professional one day.

Johnson operated several smaller aircraft in addition to former WWII bombers such as B-18's, B-17 Flying Fortress,' C-82 Flying Boxcar's, "Aldrin Annie" the C-122, B-25 Mitchell's, B-26 Invader's, DC-3's, DC-4's, and Lockheed PV-2 Harpoon's to name a few. He owned an entire squadron of the PV-2's, former Navy patrol bombers based in Douglas, Arizona.

Johnson made a gift of one of his Lockheed PV-2's to the citizens of our country. It now resides at the Pima Air Museum in Tucson, Arizona. Recently, he gave his last aircraft, a Martin 404, to "Save-a-Connie Foundation.

He was a friend of the farmer and agriculture specialist. He was worst enemy of the menacing fire ant and destructive grasshopper.

My father, the late Pic Walker, a pioneer airman himself, called Ralph Johnson the best of the best. He could get things out of aircraft the designers didn't know was possible. A quiet unassuming man, Ralph Johnson was a doer. He would be embarrassed by the thought someone stating the aforementioned list of credits, even though each and every statement is a historical fact.

Johnson's tenure with United ended in 1947 with a new career born in agruculture flying. He developed several Wyoming companies and continued to promote aviation safety. He formed and operated Plains Air survey with his friend and aviation pioneer, Pic Walker and, later, Master Equipment Company, and Ralco. Also, he became the head of Ideal Aerosmith in Cheyenne, Wyoming.

Although he was a pioneer in aviation, Johnson is well known throughout the country for his many contributions in other areas. He is a Rotarian, a board member of several companies and a husband, father, and grandfather. His son Alan is a Federal District Court Judge in Cheyenne. Steve, the youngest, is with the U. S. State Department after completing his duties as an Air Force command pilot.

Ralph is in his 97th year now and remarkably young for his years. It would be wonderful to see him personally receive an award from Flight Safety. His recognition from such an organization is befitting his lifetime of achievements.

POSTSCRIPT

The foregoing was written pursuant to Captain Frank Nehlig's (American Airlines) request, and knowing Captain Johnson had some previous experience with American, I asked Johnson to elaborate some on those times from over a half century ago.

In 1939 Ralph went to Douglas Aircraft on loan from United to serve as an operational test pilot.

Johnson's duties were to acquaint the Douglas engineers with the operating conditions experienced in line flying. This would enable Douglas to correct some of the problems the operators of the new Douglas DC-3's were having.

During this period Captain Johnson tested the DC-3's and the ill fated DC-5. It was also during this time he became acquainted with American Chief Test Pilot Dan Beard and Chief Engineer Bill Littlewood.

Bill Mentzer UAL chief engineer and Littlewood worked together mutually to improve equipment & operations. Of course, it was up to Johnson and Beard to satisfy the theory and design changes with actual test flights.

Through this cooperative effort, a number of improvements were developed that made the aircraft more crash worthy along with being generally safer operationally.

One of the things accomplished were the installation of fuel & oil shutoff systems in the event of engine fire. Another, was to make the firewall fireproof using all-stainless fittings. It was during this period that Ralph developed and patented an effective propeller deicing system.

Captains Beard & Johnson flew together on many occasions. The results of their cooperative efforts benefitted, not only the pilots, stewardess, and passengers of American and United, but those of the entire world. By then most every country was racing to Donald Douglas's door-step.

Johnson flew many of American's DC-'s off the production line and gave those aircraft its initial check-out. Johnson delivered several to Phoenix, Arizona where American took delivery. Ostensibly, American saved a lot of taxes taking delivery this way.

In those days DC-3's could be bought for around $70.000. A half-century later a clean "Gooney Bird" brings nearly 3 times that amount!

Johnson got to know American's Chief Engineer Littlewood again, through SAE (Society of Automotive Engineers) where Ralph was invited to be a guest speaker on several occasions. Johnson's early work with developing good cockpit procedures and interpersonal management of crew member resources attracted some more contact from American. This was the beginning of Cockpit Resource Management or Crew Coordination now know by a host of other acronyms. Captain Beard and Mr. Littlewood shared Johnson's desire to develop better procedural flows and check-list procedures.

Johnson wrote a series of articles for Air Transport World where Littlewood, Beard, and folks like them, had further opportunity to avail themselves of Captain Johnson's unique professional talents.

Johnson had some great friends flying with American. Sadly, many have already lined up on Runway 27 for their flight West. Ralph's classmate in 1930 was an American Captain named Chatfield. They were together as cadets at Kelly field.

One mutual friend, the late Captain Bill Gillmore AA Dec., had Arizona license plate "DC-3." There are some other "Grey Eagles" soaring around the Valley of the Sun and some share some social moments with Johnson as members of The OX-5 Aviation Pioneers where Ralph is a member of The Board of Directors.

I can vividly remember several times where Johnson's Stabilized Approach saved my old bacon in potential windshear scenarios. Then I think of the hundreds of times it did without my conscious awareness. I'd hate to think of what might have resulted if everyone was left to their own devices in approach/landing techniques. You might shudder some if you think back a bit.

Every airline can point to several individuals who "made a difference." Captain Ralph S. Johnson is truly our professions collective un-sung hero who made a difference that benefited us all. If you can point to an old memory where he made a difference, drop him a line. You just might make his day.

The story continues...

In the early 60's Johnson purchased an entire squadron of Lockheed PV-2 Harpoon patrol bombers from the U.S. Navy. These airplanes were flown to their new base at Douglas, Arizona where Johnson set up his operations.

The airplanes were modified and equipped for a variety of tasks. Some would be used to disperse chemicals via wing boom systems utilizing Johnson's innovative wing-tip dispersal system. Others would have their bomb bays altered to enable air drops of fire retardant to combat forest fires.

For more than four decades Captain Ralph Johnson was one of this country’s mainstays in controlling insect infestations and forest fire dangers. For more than half that time he was operating out of Douglas, Arizona.

Johnson donated one of his famous Harpoon attack bombers to the Pima Air Museum located near Davis - Monthan Air Base in Tucson, Arizona. This is the type of aircraft Dee Howard converted into one of the fastest propeller driven executive transports in the 1950's. Capable of more than 350 MPH, it was faster than some turbo-props!

The PV-2 was developed from the PV-1 "Ventura" which, itself, was an an advancement from the WWII Lockheed "Hudson." Both the Hudson and its civilian counterpart, the "Lodestar" used the same engines as the venerable DC-3, while the Ventura used the more powerful 1850 HP Pratt-Whitney R-2800. The PV-2 has longer wings, solid nose and a new tail, along with even more powerful -31 engines. Undaunted, Ralph Johnson improved all these advanced features to make the Harpoon even more efficient. Out of 535 produced many are still flying and those from the Johnson fleet may be seen at the old Chandler Municipal airport and Falcon Field. Lockheed started the twin tail lineage with the Lockheed 10, a Walter Beech design, in 1934. The 10 & 10A were followed by the smaller model 12. In 1937 the Lockheed 14 was under powered with two 750 HP Hornets and was followed by the model 18 Lodestar powered by two Wright Cyclone GR 1820-G205 radials as was the Hudson bomber. The Navy thought they had a real airplane with the PV-1 until the PV-2 came along. Unable to improve the design further, the Harpoon ended this great lineage of famous aircraft. The Navy should have looked up Ralph Johnson. Had they, the Navy might just have operated the PV-2 longer, but it was eventually replaced by the Lockheed P2V "Neptune" a much larger and more powerful single tailed aircraft powered by R-3350 Wright's and, later, jet assisted versions came along.

The last "big" aircraft owned by Johnson was a CB-16 powered Martin 404 which he generously donated to "Save A Connie" Foundation. The aircraft was flown from its spot at the Douglas airport to join the already refurbished and flying Lockheed Super Connie.

Johnson, one amazing guy, is one of a few flying octogenarians. These are pilots still actively flying in their 80's. Johnson may just end up being a founder and sole active member of the "Flying Centurions." He has, for sure, left the aviation community much better than he found it. Of course, there wasn't much to the industry when he came along in 1930. Flying from wires, wood propellers, fabric & struts to the computerized jet age, Johnson tried his hand at flying the new, and as of this date, one of the worlds most sophisticated aircraft, The Airbus A-320 fly-by-wire computerized modern marvel. He flew it just like it was just another aircraft! Nothin' to it!

Then to make it even more amazing, recently I put Johnson in the left seat of Puff The Magic Dragon, an AC-47 gunship. He flew the airplane like he had flown it daily since his original flight test days in 1934-35. It would bring tears to your eyes. To Ralph, “nuthin’ to it!” …even being out of that aircraft for over three decades.

I hope you agree that Captain Ralph S. Johnson is one who truly deserves the honor of being enshrined into the Arizona Aviation Hall of Fame.

Respectfully,

Billy Walker & Arv Schultz