by Tom Clancy
Those who did well in this school learned how to fly their aircraft on the edge of the envelope and how to fight a broad range of aircraft and pilots.
Mirages, for instance, tended to be more maneuverable than Super Sabers, because the F-100s usually carried external fuel tanks, but Mirage pilots often entered the fight in afterburner with speed brakes out, thus negating the advantage of either function. As a result, it was pretty easy to get them to overshoot initially. After that, a pilot had to be careful at slow speed because the Mirages could out-turn him. The British Hawker Hunter was a sweet jet and tough to beat, but U.S. aircraft had afterburners and Hunters did not. While F-100s could not out-turn them, they could use the vertical dimension (that is, they could climb faster) to gain some advantage over a less skilled pilot. On the other hand, the Javelin (also British) was heavy and underpowered, so it didn’t take much to gain the advantage on it. The British Lightning had both superb turning ability and outstanding thrust, but didn’t carry much fuel. So if a pilot got jumped by a Lightning, he’d just stay defensive and fend off his passes with hard turns, nose low to maintain energy, until the fight wound up on the deck and the pilot’s turns now became level. Then he’d spend about ten pain-filled minutes looking over his own tail while the Lightning tried to get off a valid shot. Eventually, if he “survived,” he’d see the Lightning level his wings and turn for home, meaning that his meager gas supply was about gone. Then the pilot would light afterburner, fly after him, and place his nose on his tail just so he got the message.
Fighter pilot ecstasy.
★ Combat units are tested periodically to see if they can do their mission. The Super Bowl of tests for Horner’s wing was called an Operational Readiness Inspection, or ORI. Since for the 48th TFW the primary mission was to load their nuclear weapons and deliver them on the Soviet enemy situated throughout Eastern Europe, an ORI usually began when the wing received an alert message (plainly marked “Exercise Only”) that warned of an impending crisis. Soon inspectors flew into the base, and the commander was briefed on the nature and rules of the exercise. Usually the wing was expected to break out the nuclear weapons, deliver them to each combat-ready aircraft, and get them uploaded in a specified number of hours. If all that took too long, or if there were any unsafe practices, the exercise was stopped and the wing flunked. This often resulted in the appointment of a new wing commander, followed by a period of months to practice, and a retest.
Meanwhile, as the weapons were loaded, the pilots were briefed on the flying phase of the exercise. This usually meant they were given simulated targets in France or Germany. After the weapons were all successfully loaded, they were then downloaded and returned to the secure storage area. Once that was done, dummy bombs — concrete shapes — were uploaded; the exercise clock was restarted; sorties were launched in accordance with the tasking from the IG team (often the IG team threw in disruptive events, such as an enemy air attack on the airfield, to complicate matters); and the pilots had to figure out in the air how to fly their route and reach the bombing range on time to make their assigned Time over Target (TOT). As the pilots flew their routes, the IG had people in France or Germany on the ground at various checkpoints, noting if the pilots passed by there and the time. When the pilots reached their bombing range, they got a single pass to release their weapon, and this was scored by the IG team.
Much could go wrong: the jet could break (pilots often took off with a mechanical failure and sweated it out until they released their bombs and could declare an emergency); or the bomb might not release during the over-the-shoulder delivery. If there was weather, as there often was in Europe, crafty pilots would reset the switches while upside down in the overcast, near a stall, do a loop on instruments, and jettison the bomb while heading back toward the ground. The IG on the ground would see only this ton of concrete and steel scream out of the clouds into which the plane had just climbed, and score the hit.
Other missions were less demanding. Pilots would simply fly to a simulated target and do a dry pass. No practice bomb would be released, but the IG team would score the pilot’s time over target and whether he hit the proper offset point at the target.
ORIs were exhausting, and it was all too easy to fail. If a pilot didn’t get a high percentage of his weapons to release on the range on time with a given Circular Error Probability, for example, he died… or at least the wing commander died, and he usually took others along with him.
Horner was called to make what turned out to be his last flight at the “Heath” because of a surprise ORI. It was supposed to have been his last day in England, and he hadn’t expected to fly. Meanwhile, the Horner household goods were packed; Chuck and Mary Jo had moved into the officers’ club guest house in Brandon Forest, and they were waiting for transport out.
About noon, the housekeeper came looking for him with an urgent request to call the squadron. Major Nogrowski, the operations officer (they called him Nogo), was desperate. The wing was being given an Operational Readiness Inspection; they were short on pilots; and they needed Horner to fly one more mission. As luck — and planning — would have it, Chuck’s flying gear was stashed in his personal baggage. He’d gotten into that habit whenever he made a Permanent Change of Station move (PCS), so he’d be ready to start flying first thing at his new station.
“Okay,” he said, “no problem.” Then he kissed Mary Jo goodbye, caught a ride to the base, and checked into the 492d Fighter Squadron. Nogo briefed him at the duty desk. They needed to fly two more sorties to pass the ORI. Nogo had a new pilot he could send on one of them, but he’d run out of flight leaders.
“No problem.”
Horner changed into his gear and briefed the new wingman: easy mission takeoff, climb out, and cruise over to France. Let down through the weather, fly low to an abandoned air base in northern France, and conduct a simulated attack. The Inspector General team did not have observers at that target, so the attack would not be scored. The weather was clear, and there was a full moon for their return to England in the early evening. As usual in those days, the wingman was inexperienced, a green lieutenant; but all he had to do was stay in formation, follow Horner’s orders, and avoid the ground with his aircraft during the low-level navigation and target attack portions of the mission.
The first half of the mission proceeded without a hitch. But as they were climbing out from the target toward the setting sun, Horner’s wingman called him on the radio — an unusual event, since new guys were to maintain strict radio discipline and speak only when spoken to.
“Blue Leader, this is Blue Two. The bottom of your aircraft is dark. Request permission to join to close formation and take a look.” Horner rolled his eyes in exasperation and cleared him in as they leveled off en route home.
But the next call really got his attention. “Sir”—Horner had just made captain—“there is a bunch of fluid all over the bottom of your aircraft.” Horner scanned his cockpit gauges, and all was normal. The engine was running fine. Perhaps the setting sun, he thought, had caused a lighting condition that was playing tricks with the lieutenant’s vision.
The wingman’s next call, as they crossed the English Channel, was even more alarming. “Sir, you’re streaming so much fluid it’s making a vapor trail behind the aircraft.”
Horner rolled the aircraft to the left, looked over his left shoulder, and saw a trail of white mist arcing out from the tail of his jet. As he wondered what could cause this, the darkening cockpit lit up with red and yellow warning lights. Much of his hydraulic systems had quit. The system needed to operate the flight controls remained, but the second flight-control system and a third system that lowered the landing gear and powered the wheel brakes registered zero hydraulic pressure. The fluid Horner and his wingman had observed was the hydraulic fluid from these systems leaking overboard.
Okay, no sweat, he thought, I have good flight controls, at least enough to fly home and land, an emergency one-shot backup system—to lower the landing ge
ar—and a backup electric motor-driven system, for braking action. This and the drag chute (a parachute packed in the back end of the F-100 that was deployed after touchdown to slow the aircraft down and save wear and tear on tires and brakes) should permit the aircraft to stop safely on the runway. Maintenance will have to tow the jet into the parking area, and I’ll have to declare an emergency with the tower, which means extra paperwork; but what the hell, the weather’s good—rare in England—and I’m in control.
When they arrived at Hopton Radio Beacon on the East Anglia coast, Horner called the Tower at Lakenheath. “Lakenheath tower, this is Blue One at Hopton, I have an emergency. One has lost his primary flight control and utility hydraulic systems, and am bingo fuel.” Meaning: he had only fuel enough to proceed to the field and land. He then informed them he would depart the fix (that is, from the radio beacon’s location on the English coast) and fly to the field, and asked for a weather update.
The supervisor of flying (SOF) called back with unwelcome news: a fog bank was moving in, the ground-controlled intercept radar (GCI) was not in operation, and he was fixing to close the field and go home. Because the weather was supposed to be good enough for a nonradar approach, they had shut the GCI down for periodic maintenance. Because it was England, the fog had just come up unexpectedly. He directed Horner to fly back to France and land at a suitable base; there were several possibilities.
Horner looked at the clear night sky, then at his sick jet’s flashing warning lights, and then at the fuel gauges, all seeming to read zero fuel left, and let the supervisor of flying know where he could go. “I can’t make it to France,” he went on. “I’m coming home, I have to land, and can you get the crash crew out?” He was thinking that the presence of the big fire truck with its yellow-suited firemen might come in handy in the event he couldn’t get his landing gear down, or if it collapsed on landing, or if he lost heading control after landing because he didn’t have nose wheel steering, or if his drag chute failed and he ran off the end of the runway and wound up in a fireball.
As the night sky grew dark and the moon started to slide above the horizon, he could make out wisps of white fog filling in the low spots in the English countryside.
As they let down into the night, he began to check in his mind all the things that could go wrong, then instructed the wingman how to react — that is, how to avoid getting caught up in the explosion of Blue Leader’s jet. Meanwhile, to his credit, the SOF stayed cool (it occurred to Horner about that time that the SOF could afford to be cool, seeing as how his ass wasn’t in a sick jet trying to get on the ground before the field became socked in). By then, Horner could make out the lights from villages and from cars on the roads shining up through the wisps of fog. He had flown into the field hundreds of times, in far worse weather, but always with the calm assuring voice of their British air traffic controllers guiding his actions as they observed his flight path toward the field. Tonight, he thought, they’re all drinking ale in some pub because the weather was supposed to be good and we were the last flight and the radar needed periodic routine maintenance.
In the end, Horner found the field, dropped down to the treetops in the dark, and — using dimly lit references — found the runway. He landed, his drag chutes worked, and he gently used the emergency brakes to bring his wounded jet to a stop on the runway. By then, the fog was so thick that the fire truck that came racing down the runway almost collided with his jet. He sat there, wet with sweat, hands shaking more from fatigue than anything else, and realized one more time there was a God who didn’t want to talk with Chuck just yet. Just a routine day in the life of a fighter pilot, cheating death and thinking he did it on his own, but knowing in his heart it was divine intervention that let him beat the odds.
Chuck went home and picked up Mary Jo and their year-old daughter Susan, and they boarded the transport home to the United States.
SEYMOUR JOHNSON
Horner’s next assignment (it was now 1963) was to the 335th Tactical Fighter Squadron, 4th Tactical Fighter Wing, at Seymour Johnson AFB, Goldsboro, North Carolina, where he would fly the famous, or infamous, F-105 Thunderchief. There his son, John Patrick Horner, would be born, and from there he would go off to combat for the first time.
The Thud, as it was called — at first by its detractors, and then by everyone else, after it proved to be the jet of choice if one was going to be shot at — was big and spacious: A man could stand up under its wing, and he needed a ladder to climb up into the cockpit. The cockpit was roomy, and the instruments were as modern as one could get, with tapes instead of dials, which made it a breeze to read while screaming down the chute during a dive-bomb pass. The Thud was also solid; since fuel was not stored in the wings, AAA could blow huge holes in them, and a pilot could still come home without a problem. And it was fast — nothing could touch it for top speed; it routinely exceeded twice the speed of sound, Mach 2, on test flights. What made it fast was a huge gas-sucking engine and very thin wings, so it flew faster in military power than most aircraft did in afterburner. Unfortunately, this capability was achieved at the cost of lift. The thin wings took forever to fly on takeoff. When a pilot had a full load of fuel and bombs, he used the entire runway. Even then, the Thud didn’t want to fly; but rather than set a land speed record, the pilot would pull the beast off the ground and stagger into the air, whacking off branches of small trees with his aircraft until he was able to start a climb.
This same reluctance manifested itself when he wanted to turn in air-to-air combat. The Thud would go fast, but it did not like to turn. Thus, the preferred tactic in a fight was just to enter it, pick a target, scream in for a shot, and then blow on through. A pilot didn’t have to look back, because no one was going to catch him.
Similar principles applied in bombing runs: just after a pilot released his bombs, he put both hands on the stick and pulled it back into his lap. He didn’t have to worry about over-geeing the aircraft, because the Thud was so solid, it didn’t seem to mind ten or twelve Gs. But if he didn’t immediately begin the recovery, he was sure to hit the ground.
Early F-105s had two seriously bad habits: they had a tendency to blow up in the air; and if the pilot wasn’t alert, they slammed into the ground.
They blew up because of a design problem. At times fuel got trapped between the hot section of the engine and the fuselage. After a while, a fire got going back there, which in time would melt through hydraulic lines (no flight controls then) or a fuel cell (a small fire instantly became a very big fire and the pilot was the marshmallow).
They hit the ground because of mistakes in Air Force tactics. In the erroneous belief that one would avoid enemy defenses that way, tactics in those days emphasized flying at low level; but the Thud, being slow to pull out on a dive-bomb pass, needed more air under it than those tactics wanted to give it.
Still, the pilots came to love flying the F-105, especially after the design and tactical flaws were fixed. It was an honest aircraft; a pilot loves a jet that obeys his commands, and a jet that makes it easier to put the bombs on target. And if he wanted to strafe a target, he had an M-61 Gatling gun. With that, much of the time, he could expect to put every round through the target, for a 100 percent score. Today, many of the attributes of the F-105—such as stability and accuracy — are found in the A-10. On the other hand, the A-10 turns, but it won’t go fast. All things being equal, fighter pilots will tell you, “speed is life.”
★ Horner had a good tour at Seymour Johnson. The 335th was a fine squadron, and there was a lot of excitement with firepower demonstrations and plans to attack Cuba — in those days there was well-justified fear that the Russians would install nuclear missiles on the island. On the other hand, the otherwise joyous squadron parties and deployments around the world were tempered by the F-105’s bad habits, blowing up in the air or slamming into the ground, either of which meant somebody had to erase a name off the pilot board, empty a locker, and return the pilot’s effects to his widow or pa
rents.
That happened when Horner’s flight commander “bit it”—another one of those expressions people use when they don’t want to face the reality— when he flew into the water on the gunnery range off the coast of North Carolina. Parts of his body were recovered, and then came the ceremony of sitting with the grieving widow, taking care of the children, helping arrange for the funeral, and attending the memorial ceremony, with its missing-man flyby… By now, all this was a familiar routine for Chuck Horner, except this time it all hit him on the head with a powerful new insight.
At that funeral, I guess I was beginning to grow up; for I started to notice something about our warrior culture that I hadn’t really noticed before: the pain and agony of the widow.
Hey, fighter pilots are tough. When one of us died, we felt sad, got drunk, and made jokes, in an effort to laugh in the face of our own deaths. But without our knowing it, it was our wives who really suffered. Air Force wives are indoctrinated from the get-go, “Don’t make a big issue over a death. Don’t make a thing about the loss. Cover it over. Don’t get your own pilot husband upset. He needs to be alert and to concentrate when he’s flying his six-hundred-mile-an-hour jet.” And they do cover it over. Meanwhile, the wives, and not the warriors, know the real horror.
Among the American Plains Indians (so the story came to me), when a warrior died in battle, everyone was happy (dying in battle was about as noble an act as you could imagine)… everyone except the warrior’s widow. She tore her clothing, rubbed ashes in her hair, cut her arms with a knife, and wailed as though her soul had been torn out of her body. For the widow, it was more than losing her husband (Indian husbands not being famously loving, caring mates, anyway). Rather, with her husband dead, she no longer had standing as a human being in the tribe. Unless she remarried, she would cease to exist in the eyes of her former friends, and she would be left to fend for herself. When the tribe moved on to new hunting grounds, she’d fall behind, she’d have nothing to eat, and soon, she’d starve, or else weather or wolves would kill her. For the warrior’s widow, in other words, the death of a warrior husband was a sentence condemning her to a death that was lonely, slow, and shameful.
