Armageddon

Univac

Remember that episode on Star Trek, “A Taste of Armageddon?” The plot essentially tells of computer warfare, where simulated clashes determines, by treaty, real casualties in execution chambers. That one premiered in 1967. 

Stay with me.

Rising industrialization and the emergence of international Imperialism triggered America’s early 20th Century entrance into an arms race. Competitors, like the British, governed colonies around the globe, and to a lesser extent so did the French, Dutch, and even Spain.

Money, weapons, power, and influence. America wanted its share.

Defending far-flung potential islands and territories required enlarging the US Navy. At that time, Alfred Thayer Mahan, a Naval Officer, published a seminal work, “The Influence of Sea Power Upon History.” Mahan proposed that an updated Navy would ensure America’s emergence as great an influence as Great Britain.

Theodore Roosevelt embraced Mahan’s work, as did his nephew, Franklin. Young Winston Churchill openly admitted his devotion to Mahan’s views, as did Kaiser Wilhelm in Germany.

In the years that followed, wooden vessels were retired in favor of formidable steel battleships, and smaller surface craft. And a new, dangerous, arms race launched, pitting the US against its colonial rivals. 

The Germans, late imperial entrants, felt they had been left behind in access to imperial growth. Particularly jealous of his English cousins, Kaiser Wilhelm pushed his own nation’s armaments production. The result? A nasty militarism, combined with foreign domination—a time bomb waiting to detonate.

An American arms manufacturer, Hiram Maxim, headed to Washington to sell his innovation: the self-cooling machine gun. Christened the “Maxim,” the arms builder demonstrated his handy work in DC, to the Department of War. The government turned him down. Undaunted, Maxim presented his automatic weapon to the Brits. Once again, no interest. In a  visit to Berlin, the Kaiser bought all the automatics in stock, and ordered the inventor to produce more.

By August, 1914 the first full-on Industrial War erupted, complete with aircraft, submarines, and automatic guns. (Plus poison gas, tanks, and rifles of various caliber.) All of these were mass produced and damn deadly.

The nature of Twentieth Century warfare had literally been forged in steel–producing assembly line annihilation.  

How does weaponizing technical innovations apply to now? 

The world resides in a post-industrial age, in a universe dependent on computers. From  Univac, to Commodore 64, to Apple, we enjoy countless benefits of the computer age. But the dark side of this ever-evolving technology, and the significant dangers it poses deserves reappraisal.

As I write, misinformation, via the internet, has abetted in the deaths of 670K-plus Americans, and the numbers still climb. Troll farms in Russia are ruthlessly still hacking away, as they did meddling in our 2016 presidential election. Those same hackers shut down Colonial Pipeline last May, while universities, government agencies, infrastructure, and businesses are under constant threat, paying millions to rescue their systems from ransom ware.

The indispensable nature of computers, like this one in my lap, is a useful, essential tool. But like the advent of the 20th Century, technical advances portends danger; cyber space as deadly as a machine gun, and as real as poison gas. Factor in nations around the globe are still vying for dominance—especially the Russians, and the Chinese. 

Nothing has changed since 1914, aside from more sophisticated ways to destroy. Fifty-four years after Star Trek aired “Armageddon,” computer-generated death is as real as the death toll at The Marne, or Verdun. Flourishing fingers harmonize chords on a piano, as does the right strokes on a keyboard. Unlike harmony, horrific death and discord threaten our nation by those who wish us ill.  

Unexpected Inspiration

Dear Helen and Chum

I’ve neglected you since publishing your story, and I regret my doubt-inspired silence.

The delight of researching the both of you, made clear that you lived more life than I’ll ever see in mine. Risk, peril, glamor, and ambition. You put yourselves out there, and is the best story, ever.

I wrote those books wracked through with feelings of inadequacy. Possessing little experience as a writer, I took on both volumes largely on my own and finished them, impatiently pushing the story out to the world, mistakes and all.

Still, I’m not sorry to have narrated your journeys, it’s the most kick ass true story I’ve ever encountered. 

Fear and confusion froze this greenhorn in her tracks. I am guilty of getting in the way of sharing your adventures, and reliving your forever love story. Forgive me. I presumed this 20th century saga belonged to me, but that is not so. Truly, there would have been no books at all, without your daring and triumphs to inspire me.

These books were not a mistake. 

Chum, you squared your shoulders, took a deep breath and strapped into that cockpit, forging a career of monumental consequence. The victor of the 1933 Darkness Derby, you braved the night skies over a sleeping America. Flying your mighty Waco aircraft, you touched down at Roosevelt Field where Lindbergh and Earhart began their storied flights. Later, in defense of democracy, you piloted US invasion orders through a dangerous South Pacific typhoon, tossed and slammed by up and down drafts, to complete your mission.

And to you sweet Helen, though we never met in this life, you inspired the entire effort. It was that first visit to your Miami home when something stirred inside me. A unexpected inspiration. Remember that black and white glossy? The portrait of a sultry platinum blonde? You know the one. Chum had it up in his room until the end.

That photo triggered a spark, a slow burning fire I could not ignore. This story had to be shared. The European tours, dancing, dinner with Maurice Chevalier, cruises across the Atlantic on the SS I’le de France, vaudeville with comedians Jans & Whalen. Then off to Rio de Janeiro you sailed, opening at the Copa Cabana. And after your marriage to Chum, and the war broke out you took up ice skating, performing nightly for Sonja Henie’s productions at Rockefeller Center. My God! What a life.

“River of January” is done, as is the sequel, “River of January: Figure Eight.” Preserved in the pages is magic, whether in the sky, on the sea, under the footlights, and revolving across shimmering ice. This story crackles with your energy.

This won’t be neglected any longer. I’m getting out of your way.

With Love, and Eternal Admiration,

Gail

Gail Chumbley is the author of the two-part memoir “River of January,” and “River of January: Figure Eight.” Both titles are available on Kindle.

gailchumbley@gmail.com

A Heady Moment

The night race kicked off “Roosevelt Field’s “National Air Pageant.” The event, chaired by First Lady, Eleanor Roosevelt, celebrated aviation and also raised funds for Mrs Roosevelt’s special charities. In addition, the Darkness Derby, competition, promoted “Night Flight” a new Metro Goldwyn Mayer film. The movie premiered at the Capitol Theater the following evening, and leading lady, Helen Hayes emceed the opening. And it was on the Capitol stage that Chum received his trophy from the actress. 

This 1933 Transcontinental Air Race/Darkness Derby/Air Pageant/Film Premier, combined to make the moment a heady one for 24-year-old Mont “Chum” Chumbley. Armed with new friends and clients, and other air enthusiasts from the City, a promising future in flight lay before him. 

Gail Chumbley is the author of the two-part memoir, “River of January,” and “River of January: Figure Eight.” Both titles available on Kindle.

gailchumbley@gmail.com

New York’s Lindbergh

Glendale California, October 1933

Building his own charter service at Roosevelt Field, Mont Chumbley got right to work building a clientele. Though 1933 marked the low point of the Great Depression, photographers and reporters from the Associated Press, United Press International, continued to work, beating a path from Manhattan to hire his Waco. Adding student-pilots to his schedule, plus weekends barnstorming around the countryside, Chum made ends meet. 

Friendships with other aviation boosters included Amelia Earhart, Broadway producer Leland Haywood, wealthy philanthropist Harry Guggenheim, and his first sweetheart, pilot Frances Harrel Marsalis. In a later interview Chum referred to a long ago passenger, Katharine Hepburn, as a ‘nice girl.’ 

By Autumn of 1933 Chum unexpectedly found himself a contender in a transcontinental night race, though it hadn’t been his idea. A prominent client who held a seat on the New York Stock Exchange believed Chum was New York’s answer to Lindbergh, funding needed modifications to his Waco C, if only the young man would enter. Chum, weighing his chances. finally agreed. 

His biplane soon readied, Chum winged his way from Long Island to Glendale, California, flying much of the trip west by moonlight for practice. Resting in Los Angeles much of October 2, 1933, Chum was told he was seeded third for take off, and finally lifted his Waco into dusky eastern skies. 

At his first stop, taxiing across a dark air field in Albuquerque, a fueler informed him another plane had already been and gone. A bit panicked, sure he was lagging behind, the young flyer hustled into the night sky, opening the throttle full bore to catch up. Just before dawn, the lights of Wichita appeared, where the spent pilot learned he was, in fact, the first entrant to arrive. 

Weary as Chum felt, he couldn’t sleep. Keyed up by the excitement, he had to wait on those planes yet to arrive. And by late morning only two aircraft had cleared Albuquerque, a Monocoupe and a Stinson. 

This night derby narrowed to a three-man contest.

Awarded 2 hours and 10 minutes for his first place in Wichita, Chum coaxed his Waco upward against the lengthening shadows of a Kansas sky. Hours later, at his last checkpoint in Indianapolis, Chum pushed on for New York. 

However, the weather wasn’t cooperative. 

Through western Pennsylvania, the bi-plane’s windshield began to pierce thickening clouds. Growing anxious, he thought he might be off course, or even worse, lost. But luck remained his co-pilot, when he glimpsed a small break in the inky mist. A lone light flickered below in the blackness, and he slipped down through the pocket.

Executing a bumpy landing on a farm field, the young flyer stumbled through darkness and dirt, making his way toward the light pole, and a modest farmhouse. Urgently thumping on the door, Chum roused a farmer and his wife, breathlessly apologizing for his intrusion. 

Explaining his predicament the bewildered couple kindly let him in. As the wife perked coffee, and laid out food, the farmer got out his maps and showed Chum his location. With heartfelt thanks, he apologized once again, then returned to the night sky, righting his direction toward New York and hopes for victory.

Gail Chumbley is the author of the two-part memoir, “River of January,” and “River of January: Figure Eight.” Both titles are available on Kindle.

gailchumbley@gmail.com

Becoming A Pilot 1

His was a storied life of potential and opportunity.

With damn good luck and perseverance Mont Chumbley forged a career in the earliest days of aviation. And that he became a pilot at all stood in stark contrast to his rustic, Virginia beginnings.

Born in 1909, young Mont spent his childhood on a farm more 19th Century than 20th. As the eldest son of the eldest son, Mont, as a matter of custom, was expected to follow his father as the next heir of the operation—as had scores of Chumbleys in prior generations. But to the patriarch’s displeasure, the son showed little interest in tending fields.

Instead young Mont discovered other passions; school, sports, girls, and the excitement of town. This lack of enthusiasm for farming generated enough animosity, that the boy had to run away from the farm in 1924.

Mont was 14.

Following a horrifying ordeal in the depths of a West Virginia coal mine, the shaken young teen caught a train back to Virginia, but not the farm. Rather he found sanctuary in his aunt’s opulent home in town. Grateful for his unexpected deliverance, Mont blossomed, graduating from Pulaski High School in 1927, lettering in football and class valedictorian.

Through his academic and athletic achievements, Mont’s opportunities appeared endless, and he knew exactly what he wanted.

While still a little tyke Mont had witnessed a barnstormer set down a biplane in nearby fields. Hearing the roar of the plane’s engine, glimpsing the spinning prop as the aircraft winged above the fields, Mont discovered his calling. Inspired with this childhood memory, Mont set his cap on entering the United States Naval Academy in 1928.

However, he couldn’t crack admission exams, so his hopes for Annapolis vanished, leaving Mont only one option–enlisting as a seaman recruit.

As straightforward as that path appeared, the young man ran into an immediate hurdle; his father had to sign his enlistment papers, and that the old man would not do. If the heir did not want to farm, the father would not help.

This family impasse did not resolve until Mont’s mother stepped in and threatened her husband with legal action. Mont’s mother, sure to her word hired a lawyer and prepared to seek consent from a judge. The father stunned by her defiance knew he was beat, and reluctantly endorsed his son’s enlistment papers, allowing Mont to enter the US Navy in 1928. 

A hardy boy, the rigors of Naval training proved no problem for Seaman Recruit Mont Chumbley. He easily adapted to drilling and training, initially pleased with the life he had chosen. What he didn’t expect was his first assignment below deck aboard a Navy collier, (coal-burning vessel). Shoveling endless black filth wasn’t what he had envisioned. Mont aimed for the sky.

The Navy of the 1920’s had no regulations excluding enlisted men from flight, but still the odds were daunting. How the young man earned a spot in Naval aviation beggars belief. Through a series of chance encounters, Mont soon served as a babysitter for the Commander of Schools at Norfolk Naval Station. Through tending this officer’s children, Mont developed a son-like attachment to the Commander, and felt courageous enough to ask for help. That single connection made all the difference, and Mont, now called “Chum” by his fellow enlistees, progressed to flight elimination exercises at Hampton Roads.

The short version of this tale is Chum survived flight-elimination trials competently handling amphibious Curtiss NC4’s. The next year, he and his compatriots, Class 37C, found themselves soaring over the Gulf in Pensacola, this time in wheeled aircraft. Later his class received their first assignment, shipping out to Coco Solo, Panama.

Life in the Canal Zone was a jungled universe of its own. Military bases dotted the nearly 50 mile stretch of canal, in a mix of both Naval and Army installations. Coco Solo, anchored by the Navy, commanded the Atlantic side, and trained largely in T3M’s, Martin Torpedo Bombers. In simulated war games, the pilots descended until parallel with the sea, then Chum and his fellow pilots would release virtual “payloads” into surface vessels.

In later interviews, an elderly Chum expressed his reservations about the maneuver as far too hazardous for aircraft.

Suddenly, in 1933, Chum up and decided to leave the Navy, though he remained in the Reserves. When asked why, after so much trouble to join, he admitted, “I didn’t much like taking orders.” 

Shipping an old Chevy he had purchased in Panama, Chum steamed into New York Harbor in May, 1933. Optimistic and eager to find work, he paid calls on various air carriers from Eastern Transport to National Airways. But no one was hiring. No one. The country and the world, deep in Depression had nothing to offer the young pilot.

Disappointed, Chum rumbled out to Roosevelt Field on Long Island, for a chance meeting with a figure who would change his life.

Howard Ailor, sales representative for Waco Aircraft, took a shine to the young pilot. Repeating the same gloomy job forecast Chum heard elsewhere, Ailor counseled him to make his own luck. The silver-tongued salesman, said what Chum needed was his own equipment, and talked him into buying a brand new Waco C cabin biplane. 

And that purchase transformed young Mont’s life.

Next time the Transcontinental Air Race.

Class 37-C, Mont Chumbley is on the far left

Gail Chumbley is the author of River of January, and River of January: Figure Eight. Both titles are available at http://www.river-of-january.com and on Kindle.

gailchumbley@gmail.com

Riding The Back Of The Tiger

At the start of the Kennedy administration, back in 1961, the story goes that JFK invited in a group of historians to the White House. The new president wanted to chat. What Kennedy asked these scholars was what elements insured a great presidency, and the answer from these learned gents was simple: a war.

Kennedy’s own war experiences in the South Pacific, and the ensuing menace of nuclear armageddon left JFK unconvinced. America’s situation on the world stage was just not as simple as war and peace. The lessons of  Nazi appeasement, especially by his own father, Joe Kennedy, compelled the new president to draw a hardline against Communism, and check its growth around the world. 

Caught in the eye of that dilemma; to appear tough, while preserving the lives of young Americans, Kennedy attempted a middle ground. Reluctant to fully commit US forces in Southeast Asia,  he also engaged in discreet negotiations with the Russians to settled the Cuban Missile Crisis. As a wounded veteran himself, JFK pursued a cautious and flexible foreign policy.

Not all presidencies have demonstrated such restraint.

President Madison succumbed to war cries after mediation with Great Britain looked to have collapsed, sparking the War of 1812. In reality the English had agreed to cease much of the abuse that brought about the war, before Madison’s declaration. Sadly news of accommodations from London did not arrive in time, and two futile years of warfare ensued. At the end of hostilities the United States made no measurable gains from the fight. The only red meat served came compliments of Andrew Jackson in his victory over the British in New Orleans. The war had been over two-weeks by the start of that battle. 

Most agree Madison is better remembered as the “Father of the Constitution,” than for his lackluster presidency.

“All of Mexico” resounded across young America in 1844. A toxic, but powerful combination of racism and hubris plunged America into another conflict-the Mexican American War. An unapologetic new president, James K. Polk, publicly stated in his campaign he would lead America into war, though he meant against Britain in his “54, 40, or Fight” slogan. Waged from 1846 to 1848  Polk ordered the invasion of Mexico, and defeat of the Mexican Army. 

A third war with the British never materialized, as the US opted to negotiate claims to Oregon. Though not gaining all of Mexico, America still claimed Texas to the Rio Grande, the southwest region known as the Mexican Cession, and all of California. In the aftermath of war, slave holders spilled westward in search of fertile new lands. In turn, national tensions escalated, both politically, and morally, erupting into Civil War by 1861. 

No other President extended American power, more than William McKinley, and no president was less eager to do so. As a young sergeant in the Civil War, McKinley had witnessed the truly  horrific bloodbath at Antietam Creek, surviving the bloodiest single day of the Civil War.  By the time of McKinley’s election in 1896, he faced a growing threat of a new war with Spain, this time over the Spanish possession of Cuba. Events careened out of control when a Navy gunboat, the USS Maine, sent by McKinley to protect American sugar interests, exploded in Havana Harbor in February, 1898. The disaster of The Maine forced the President’s hand, and he asked for a declaration of war from an enraged Congress. 

Though fought only from April to August, this conflict gave America island possessions from the Philippines to Puerto Rico. The United States had now officially entered the race to become an imperial power. This war extended fueling ports for the growing US Navy from across the Pacific, to the Caribbean. New markets and resources for American business opened up a fortune in profits. Filipinos, in particular, were left unhappy, switching from Spanish overlords to American authority. A bloody 3-year insurrection, fought in dank jungles, exploded, taking the lives of some 4,000 American combatants.

Sadly, in less than twenty years, the world-wide lust for colonies and riches brought America into the trenches of World War One. Decades-long rivalries for land and resources, particularly by Germany and Austro-Hungary, triggered a ruthless international competition that proved to history how industrialization could bleed young men. Not surprisingly this “war to end all wars” did not benefit Commander in Chief, Woodrow Wilson. In the end, the struggle killed him too.

As World War One ushered World War Two into being, World War Two led to the escalating tensions of the Cold War. First Truman in Korea, then Lyndon Johnson into Vietnam. Perhaps as stepchildren to Imperialism and the Cold War, GW Bush’s blunder into Iraq has assured his low position in history. 

The inescapable truth, Mr Trump, is that war does not make a presidency. With the exceptions of Abraham Lincoln, Franklin Roosevelt, and to some degree, Harry Truman, war has sullied more administrations than enhanced. Blind militarism may titillate your base, but you’re a damn fool to believe you can cheat history. Wars take on a life of their own, and as President Kennedy cautioned, “Those who foolishly sought power by riding the back of the tiger ended up inside.”

Gail Chumbley is the author the historic play, “Clay,” and the two-part memoir, River of January, and River of January: Figure Eight. Both books are available at http://www.river-of-january.com or on Kindle.

gailchumbley@gmail.com

The Almost Cable Guy

Some of you may know that we signed a film option a while back with Falls Park Entertainment in South Carolina. Brett Kanea, the executive producer, read our script, “Dancing On Air,” then my two books that inspired “Dancing.” Brett found it original and exciting and anticipated producing a successful film. Unexpectedly dear Brett died before any filming began. As you can see he from this pic, he was too young to leave us, and our hearts go out to his family and loved ones. 
The morning he first called to discuss the property I thought he was the cable guy expected later that morning. We laughed about that snafu for months after. 
Though our future in film is unclear, Brett’s warmth, humor, and confidence lingers on. 
Godspeed Brett, the almost cable guy.

Gail Chumbley is the author of the two-part memoir, “River of January,” and “River of January: Figure Eight.” Both are available on Kindle.

gailchumbley@gmail.com

 

 

 

 

 

History and a Rollicking Romance

A nice review is a welcome gift for any writer. John Vogel of Preserve Old Broadway graciously published this piece today.

We were supposed to start our exploration of The Vagabond King today. It is a wonderful operetta that is based on the life of Francois Villon, a French poet who allegedly rallied the people of Paris to defend the city against the attack of the Duke of Burgundy. In saving the city, Villon also preserved the monarchy in France, in the person of Louis XI.

My plan has been interrupted by an interesting turn of events. I have just finished reading two books, River of January, Part One, and River of January, Figure Eight. If you love history and a rollicking good romance, you need to read these two books, written by Gail Olson Chumbley.

But well you may ask, how did I come to know about these books and its author?

Shortly after I started posting comments and music on this FB page, I noticed a new visitor to the page, Gail Olson Chumbley. I looked her up and found out that she was an award-winning teacher at Eagle High School, Toppenish, Washington before she retired. She met her second husband, Chad Chumbley, in 1994, and Chad regaled her with stories about his parents, Chum and Helen Chumbley. Eventually, Gail, the history teacher, became curious and dug through boxes of old correspondence and pictures and finally interviewed Chum before his death in 2006. What she found was even more impressive than Chad’s stories, because the lives of Montgomery (“Chum”) Chumbley and Helen Thompson Chumbley were intertwined with key events in American history from 1925 to 1955.

Not ever having written a book before, Gail started the arduous task of translating dead archives back into living human beings. This daunting task was made easier because of her two love affairs: she loved Chum and Helen and she loved their son, Chad. Her writing was a labor of love.

I promised I would read her books one day, but my schedule was busy and “one day” kept moving to the right. Gail ended my procrastination by mailing me both books; and at night before I went to sleep, I would read through 30 or 40 pages. Gail didn’t start to write until she wrote these two splendid books, but what comes through is a historian’s love for detail and context. Gail gives the reader both the overview of history (the big picture) and the personal details of the two people she follows. We follow both Chum and Helen separately until 1936, when they met in Rio de Janeiro and fell in love.

Chum enlisted in the Navy and eventually won a spot in Flight Training in Pensacola, FL. He stayed in the Naval Reserves, even after he left active duty, and began a career that revolved around Waco Aircraft, an early pioneer in aircraft design and manufacturing. Chum was one of the few early aviators who came after WWI but was ready to serve once WWII came into focus. He was one of a handful of pilots who started in planes made of wood and ended in the jet age.

Another pilot, who trained at the Army base at Brooks Field, Texas, was Alexis Klotz. Lex also was involved in delivering the mail, although Lex started on the West Coast. Lex ended his career with TWA and offered to show me around the cockpit of the new Constellation when they went into service. Flying the mail from west to east in the winter was hazardous, and many good but not great mail pilots went down in bad weather. In winter, forced landings almost always resulted in death.

When Chum and Lex flew airplanes, the cockpits were open (it got cold at higher altitudes), and the planes had little if any navigation or communication equipment. Many pilots learned the ground terrain, the railroad tracks and other identifying ground markers to guide them during their many hours in the air. Flying was more art than science.

One the other hand, as Gail explains to us, these pilots loved to fly and may have been more comfortable in the air than on the ground.

But that is only half of the story. The other half of the story involves Helen Thompson who, from an early age, was pushed by her mother, Bertha, into dance. Luckily, Helen learned to love to dance and to perform, in general. From ballet, Helen moved into vaudeville routines and eventually ice skating with skating stars like Sonja Henie. 

But Helen’s career is only part of her story. At each turn in her career, she met famous people and witnessed key events. Coming home from a European tour, Helen performed onboard at the Captain’s request, alongside another performer named Maurice Chevalier. What was more important was the fact that both performers sat at the Captain’s table. Helen dined with the former President of France, Edward Herriot, on his way to Washington DC to confer with FDR in the mid-1930’s.

It is this constant integration of the big picture of history (Chevalier jokingly asking Herriot if he could save the world from Hitler) with the details of Helen’s dance program that make the two books so charming and engaging. We are reading history from the bottom up, living through periods of time through the eyes of Chum and Helen. And it is a wonderful way to learn and was used successfully by Kenneth Roberts in his many books on the American revolution.

For all of you history buffs who like a good romance story, put away David McCullough for a bit and pick up River of January, Part One, and River of January, Figure Eight.

For more from John Vogel visit Preserve Old Broadway on Facebook.

Gail’s books are available at http://www.river-of-january.com, and on Kindle.

gailchumbley@gmail.com

Hampton Roads, 1928

This excerpt comes from River of January, the first volume of the two-volume memoir available on Kindle, and at http://www.river-of-january.com

Two weeks later, a nervous and sleep-deprived Mont Chumbley reported for flight elimination exercises. He joined 125 other candidates; smartly lined up on a long dock, facing the gray, choppy seas of Hampton Roads. From this windy spot would-be pilots underwent demanding instruction in ten-hour heats on various flight maneuvers. Day one: morning-takeoff, afternoon-landings. Day Two: mornings- turns, including the figure-eight, afternoon-climbing and descending turns—all in Curtiss NC4 seaplanes. Their instructors rated them at each step, either passing or failing, with no second chances. The pool of candidates became smaller with each roll call.

Feeling the pressure, the young sailor took special pains to follow protocol. Climbing around on wet pontoons fixed to the underside, Chum examined the biplane as it bobbed on the rolling water. He talked himself through each required procedure, so he wouldn’t overlook any step.

“Oil leaks? Negative,” Chum recited as he performed his pre-flight inspection. “Rudder locks off? Affirmative.”

He continued crawling around the aircraft until he was sure his check was thorough. After the meticulous exterior inspection, he settled into the cockpit.

“Controls? Check. Stick?” He jockeyed the stick left to right then up to down, “Check.” “Ailerons? He wagged the panels, “Check. Gauges?” He examined the calibrations closely. “Check.”

Concluding the pre-flight list, the student-pilot ignited the motor as another crewman propped the biplane’s propulsion blades, quickly, hopping back to the dock.

Chum, still repeating all he was taught, lifted the plane from the rollicking waves and then leveled the wings using the needle ball as he reached altitude. Momentarily surprised with the ease of his lift, Chum relaxed, in control of the little trainer.

“This isn’t that complicated!” the astonished young man marveled. The thrum of the engine seemed calming, and he could practically feel the buoyant pontoons below the fuselage.

“Flying makes sense,” he reflected. “Pull the stick this way, up, reverse the stick that way, down.”

A sense of wonder filled the young man. As if born to fly he intuitively grasped the mechanics. “Flight requires gravity, logic, instinct, and sound equipment.”

The Curtiss biplane read Chum’s mind, rising on a line, descending on an angle, turning on an invisible anchor point. The little aircraft did what he desired.

Of the 126 flight hopefuls, only nineteen succeeded— including Mont Chumbley. The washouts returned to Norfolk to ship out to sea, to labor on the hellacious coal burning tugboats or other maritime duties. Chum gratefully headed for warmer climates—flight training with his class, 37C, in Pensacola, Florida.

Thinking of Commander Seymour Chum had to smile, “Radio school would probably have been too difficult.”

Gail Chumbley is the author of “River of January,” and “River of January: Figure Eight.” Hard copies are available at http://www.river-of-january.com, and on Kindle.

gailchumbley@gmail.com