But, the Lord must have been listening to Ted, because even when his luck did run out, he caught a break. It happened just after one of those white-knuckle takeoffs. The Waco was a little over 100 feet off the ground, climbing at maximum power, when the fuel line broke and the engine stopped dead. Acting on instinct, Ted put the plane into a banking turn to try and get back to his airfield. Then he came to his senses. He had nowhere near enough elevation to make it through the turn. This was an extremely common way for early aviators to die, by the way — they lost power on takeoff, then stalled and spun into the ground while trying to turn back. 
The Douglas Davis Flying Service fleet of OX-5 powered Waco 9s. This photo comes from the Web site of the National Waco Club. (Image: nationalwacoclub.com)“One of the most important rules every flying student learns is to never try to turn close to the ground with a dead engine,” Ted wrote, “but when the chips are down, we all do it.” In Ted’s case, he came to his senses in the literal nick of time. He threw all his controls into the maximum left-turn position, struggling to bring the wings level again as the ground rushed up. He barely made it. The wings came level just as he reached the ground in a surprisingly smooth three-point landing. The random piece of terrain that the plane came down on just happened to be one of the only rock-free spots around, and the few little sage bushes growing there barely even damaged the wings. That was the landing that should have killed Ted Barber. Quite literally, the margin between life and death was about 10 seconds. If he’d caught his mistake a quarter of a minute later, he would have been too late, and his right wingtip would have touched the ground first. The Waco 9 stalls at just 35 miles an hour, but that’s plenty fast enough to kill everyone on board when the plane starts cartwheeling through the sagebrush.
AFTER THE FUEL line was repaired, the plane gave no further trouble until the last flight of the day, when the same fuel line broke again. This time, it cut loose at 500 feet, so Ted was able to pick a field to land in. But, of course, he couldn’t do much of an inspection on it; so, the one he picked had a bunch of medium-sized rocks hiding beneath its sagebrush cover. The damage wasn’t too terrible; a tire blew out, and the tail skid broke. The lashing sagebrush also tore up the fabric pretty badly on the lower wing. By the time the tire was fixed, it was getting late, and Ted was supposed to fly the buckaroo boss of a big beef ranch home at the end of the night. Not wanting to push his luck too hard, Ted decided to fly the passenger out of the field he crash-landed in. It was about 350 feet long, but there was now a brisk headwind ahead of some ominous-looking storm clouds. So, with the passenger strapped in, Ted punched the throttle and went for it. He soon realized he wasn’t going to make it. There was a barbed-wire fence at the end of the field, and he was going into it. At the last second he risked a stall to gain enough altitude to get most of his lower wings over the fenceposts ... and as a result, instead of shearing off both bottom wings, they just got long rips put in them by the fenceposts. The plane bounced to a stop among the rocks and sage on the other side of the fence. After that, the buckaroo boss was very happy to spend the night safely stranded in Wild Hog. But Ted lined the plane up to try again. He might have been talking to the Lord all day, but he obviously hadn’t been doing a whole lot of listening, because what he was about to do was one of the dumbest mistakes Ted Barber ever made. It was a mistake that by rights should have been fatal, a mistake that would require something closely approximating a bona-fide water-walking miracle to get him out of: Instead of spending the night in Wild Hog with his passenger, he climbed back into his badly damaged airplane, and took off in it.
WITHOUT HIS PASSENGER, Ted was able to get the Waco airborne without incident. Then he struggled, in the waning light, to get enough altitude to fly over Steens Mountain. By the time he figured out he couldn’t do it — his damaged wings just weren’t giving enough lift in the thin and turbulent air — it was too dark to see his fuel gauge. By the light of the stars he managed to make out the time on his watch, and realized he had maybe five minutes’ worth of fuel left. If he’d realized this earlier, Ted could have flown leisurely along looking for a ranch house to set the Waco down next to. He could have overflown a promising hayfield to make sure it was safe — no fences, no big rocks, no stone walls — and then made a hair-raising but basically safe power-on landing in the gloaming twilight, just in time for supper at the ranch. Instead, he found himself flying just above stall speed, a few dozen feet above a vague line of lighter darkness below — the star-lit signature of a dusty country road, which he had by sheer dumb luck (or divine intervention) stumbled across. Crashing on a road would be far better than crashing on the open range someplace. The Waco’s engine droned on. Ted couldn’t understand why it was still running. It should have sipped its last drop of gasoline several minutes ago.
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A betting man would probably have given him about a 5 percent chance of making it. For all practical purposes he was a dead man flying, grasping at every second. His life would end with his gasoline supply. Then he saw something — or rather, the shadowy outline of something — that gave him a glimmer of hope. It was a little copse of trees — the kind that people plant and cultivate around ranch houses in eastern Oregon. Peering into the darkness, he thought he saw a house there as well — but it was hard to see. In these pre-Rural-Electrification days, nighttime in the country was lit only by the stars. If it was a house, crashing in front of it would be far better than crashing anywhere else. He circled the copse of trees, trying to get a better look. Then a light went on in a window.
WHEN RALPH GROVE heard the engine droning outside, he knew exactly what that meant. It was the middle of the night, and some stormy weather was coming in. Nobody would be out flying on a night like this unless he was in serious trouble. 
The Douglas Davis Flying Service fleet of OX-5 powered Waco 9s. This photo comes from the Web site of the National Waco Club. (Image: nationalwacoclub.com)He lit a lantern and hurried out to the shed, in which he kept his automobile. He knew just the field that the pilot should land in. Several dozen feet overhead, Barber was praying for gasoline, hardly daring to hope. He'd spotted a lighter patch of darkness that looked like a cultivated field, which would mean no big rocks to smash into. He was trying to keep in position so that if the engine quit, he could reach that field. He watched Grove's lantern moving from the house and disappearing — apparently into a shed. Then lights came on and he saw an automobile come out of the shed and drive onto the road. Down below, Grove was hurrying down the road to the field in his car. He whipped it into position and let the light of its headlights spill out over the stubbly field, lighting up a row of willow trees at its extreme end. Overhead, Barber lined up on the field, grabbing for the lifeline, not sure even if he'd make it through the final turn without running out of gas. Then he was on the ground, bumping to a stop, shutting off his engine — safe. “I never enjoyed a bed so much in my life as the one in the spare bedroom of that ranch house,” Ted recalls, in his memoir. “As I laid my head into the large fluffy pillow and spread out to get as much of my body as possible in contact with that soft but solidly earthbound mattress, I enjoyed a peaceful comfort that I had not known existed.” The next morning, Ted learned two things. First, the field he'd been lining up on when he saw Grove's house was the Grove family's vegetable garden. It was just 150 by 300 feet, fenced and — for good measure — cross-fenced. He would not have survived an attempt to land there. And second, when he put his dipstick into the gas tank to see how much was left, the end that thumped the bottom of the tank, at the lowest corner, wasn't even moist when he brought it back up. All the fuel left in the plane was just what was in the fuel lines — and the OX-5 engine burns nine gallons an hour. He'd landed with about 30 seconds' worth of fuel left in the airplane. Ted Barber’s crazy weekend of crash landings wasn’t quite over, though. The next day, while flying back to the Henry ranch, a piece broke off one of his propeller blades, causing the engine to start vibrating furiously. Ted cut the power. Luckily, he had enough altitude to glide to a reasonably uneventful dead-stick landing in one of the fields by the ranch. When he climbed out of the cockpit, he found the engine was hanging onto the airplane by just two badly frayed cables. It had broken everything else, and if he’d been two seconds slower chopping the throttle it would have probably torn itself out of the airplane. It is highly unlikely that Ted would have been able to control it if that happened, because with 400 pounds suddenly gone from the nose, it would behave like a badly made paper airplane. Ted Barber would have tumbled out of the sky like a falling leaf. Five crash-landings, three of them seconds away from near-certain fatality. If Ted could have taken that string of luck to Vegas, he would have left a millionaire.
TED BARBER WENT on to become a flight trainer during World War II, and later became a well-known “barnstorming mustanger” — using an airplane to round up feral horses on the range in Nevada. Despite dozens of close calls and crashes over the years — including, at one point, jumping out of his plane head-first while it was falling off a Nevada mountain — he was still around in 1987 to write his memoir. “It is hard to understand why some people are allowed only one mistake (and are killed by it),” he wrote. “I don't have fingers and toes enough to count the really tough spots I have survived.”
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