9 October 1975 Yokota AB, Japan: As a new copilot, I always cherished the flights with the “old heads” – the old Major or Lt Colonel who had a million and one flying hours and had seen it all. A vast repository of knowledge on flying the C130 would be sitting just a mere throttle quadrant away. And I, being the ever inquisitive copilot, was always wanting to learn from the Obiwan. And such an opportunity came when I was scheduled to fly with Major L. on a pilot proficiency flight at Yokota AB. Checking my logbook, I had a rare 4.1 hour pilot pro flight on C130E aircraft 63-7840 on 9 October 1975. And the IP was Major L.
Major L was a long time Major with a million flying hours and had moved up from Kadena AB with the squadron in September of 1975. He was a very experienced pilot to say the least. He had several tours in Vietnam and was approaching the end of his USAF career.
We did the compulsory instrument approaches, including the ADF from the NDB Zama. All was going well. Not sure who else was on the flight, but I am sure other pilots were present and we swapped seats several times to get everyone some stick time.
My time to shine and I hopped in the right seat. Eventually we wound up on the Left Downwind for Runway 36. I forget the pattern altitude but believe Yokota’s pattern altitude was higher than normal for noise abatement as we flew directly over the town of Fussa. At some point, looking cross cockpit at the runway, I innocently asked Major L, who was in the left seat, if there was any reference points I should look at in judging the distance from the runway and when to turn base leg.
“Well, I have always used the TOBAR method to determine that. And it came in handy in Vietnam going into 2000′ runways” said Major L over the hot mic. (Normally, the C130 is restricted to a minimum runway length of 3500′.) “Yeah, we had to be specially qualified to do it, but I had to fly into several such runways. And the TOBAR method of flying your approach and landing always worked for me.”
I beamed in delight as knew I was about to receive privileged information in flying the C130 and would become a better person because of it. It would obviously give me bragging rights to the other copilots when I could casually tell them “Oh, you don’t know the TOBAR method?” My arrogance began to show. I briefly had the vision of me flying a load of needed ammunition into a hot 2000 foot strip to save the day for the ground pounders, confidently using the TOBAR method to ensure a safe landing.
‘Oh, ok, sounds good”, not wanting to look uncool and ask him directly what the TOBAR method was. I glanced over to the left as the approach end of the runway passed just above the bottom of the pilot’s window. Hell, I was having enough problems of maintaining 150 knots airspeed and the pattern altitude. The landing gear had been left down after the previous touch and go landing to keep the brakes cool. Flaps were still 50%, and the Before Landing Checklist had been completed. No one else was saying anything. The Flight Engineer was casually leaning back in his seat looking ahead. The other pilots were sitting on the crew bunk, half asleep. Don’t believe we had a navigator as it was a pilot pro. Who knows where the Loadmaster was. And Major L was nonchalantly sitting relaxed in the left seat, appearing to be daydreaming of better times than being stuck in the Yokota traffic pattern with a goggle eyed copilot making repeated landings.
I pulled the throttles back and slowed the aircraft to 140 kias, then dropped the nose to maintain that airspeed and banked to the left for a base leg.
“Yokota tower, Pogo 64, left base runway 36, gear down, touch and go” said Major L over the UHF radio. (Not sure of our call sign, I have forgotten our fixed training callsign for Yokota. Pogo might be from Little Rock. Or Clark.)
“Roger Pogo 64, wind 340 at 6, cleared to land runway 36” replied Yokota tower.
“Pogo 64, cleared to land”.
We descended slowly on the base leg. Check final approach, no traffic. Everything looking good. Glance at the landing gear indicator, yeap, gear down, flaps 50% .Damn I am good.
“OK, what is the TOBAR method?” I asked in my most professional manner.
“Oh, TOBAR. Same as the TLAR method of flying.” he nonchalantly replied, with his hands crossed laying on his lap. “Yeah, it was challenging to go into 2000′ dirt strips. But it worked every time”.
I look out my right window, the final approach is clear, no C141s coming in from who knows where. Turn final and line up with the runway. Descent rate looks good good to me for my 600 flying hour experienced Can Do Anything mind.
And then it came, the secret TOBAR method was revealed, as we rolled wings level on final approach.
“TOBAR. . .stands for That Oughta Be About Right. Similar to the TLAR method. . . . That looks about Right. And you are looking good. Gear/flaps are down”. He turned his head slightly to the right to take a peak at the landing gear indicator to ensure the landing gear was down and flaps were 50%. Then turned his head back to look at the runway approaching. He had revealed to me the secret TOBAR method of making a C130 do whatever you wanted it to do. I remained silent for the rest of the approach and landing.
I noted that the cars had been stopped by the traffic light on the ground (controlled by the tower) to prevent them from crossing the road across the threshold as we landed.
And the main gear touched down with a puff of smoke. I lowered the nosewheel to meet the runway. Anther successful approach and landing. All by using TOBAR.
OK, so now I knew the powerful TOBAR method. Wow. And from then on, I used it for everything, and it worked (Most of the time). I will always remember the wisdom of Major L.
I heard he passed away recently.