Nimitz Class am-1 Page 2

  Then he turned and kicked with the frenzy of the truly terrified, desperate for air, driven by the ludicrous thought that somehow the specter would find a way to pursue him. He glanced down as he went, and as he did so, he noticed the sun creating a bright light on the dark blue jersey which covered the hideous white balloon of the waterlogged body — the light glistened upward, reflecting thinly, from a tiny, two-inch-long silver submarine badge, inlaid with a five-pointed red star.

  1

  April 22, 2002.

  The Indian Ocean.

  On board the United States Aircraft Carrier Thomas Jefferson. 9S, 92E. Speed 30.

  They had waved him off twice now. And each time lieutenant William R. Howell had eased open the throttle of his big F-14 interceptor/attack Tomcat and climbed away to starboard, watching the speed needle slide smoothly from 150 knots to 280 knots. The acceleration was almost imperceptible, but in seconds the lieutenant saw the six-story island of the carrier turn into a half-inch-high black thimble against the blue sky.

  The deep Utah drawl of the Landing Signal Officer standing on the carrier stern was still calm: “Tomcat two-zero-one, we still have a fouled deck — gotta wave you off one more time — just an oil leak — this is not an emergency, repeat not an emergency.”

  Lieutenant Howell spoke quietly and slowly: “Tomcat two-zero-one. Roger that. I’m taking a turn around. Will approach again from twelve miles.” He eased the fighter plane’s nose up, just a fraction, and he felt his stomach tighten. It was never more than a fleeting feeling, but it always brought home the truth, that landing any aircraft at sea on the narrow, angled, 750-foot-long, pitching landing area remained a life-or-death test of skill and nerve for any pilot. It took most rookies a couple of months to stop their knees shaking after each landing. Pilots short of skill, or nerve, were normally found working on the ground, driving freight planes, or dead. He knew that there were around twenty plane-wrecking crashes on U.S. carriers each year.

  From the rear seat, the radar-intercept officer (RIO), Lieutenant Freddie Larsen, muttered, “Shit. There’s about a hundred of ’em down there, been clearing up an oil spill for a half hour — what the hell’s going on?” Neither aviator was a day over twenty-eight years old, but already they had perfected the Navy flier’s nonchalance in the face of instant death at supersonic speed. Especially Howell.

  “Dunno,” he said, gunning the Tomcat like a bullet through the scattered low clouds whipping past this monster twin-tailed warplane, now moving at almost five miles every minute. “Did y’ever see a big fighter jet hit an oil pool on a carrier deck?”

  “Uh-uh.”

  “It ain’t pretty. If she slews out off a true line you gotta real good chance of killing a lot of guys. ’Specially if she hits something and burns, which she’s damn near certain to do.”

  “Try to avoid that, willya?”

  Freddie felt the Tomcat throttle down as Howell banked away to the left. He felt the familiar pull of the slowing engines, worked his shoulders against the yaw of the aircraft, like the motorcycle rider he once had been.

  The F-14 is not much more than a motorbike with a sixty-four-foot wingspan anyway. Unexpectedly sensitive to the wind at low speed, two rock-hard seats, no comfort, and an engine with the power to turn her into a mach-2 rocketship—1,400 knots, no sweat, out there on the edge of the U.S. fighter pilot’s personal survival envelope.

  Still holding the speed down to around 280 knots, Howell now took a long turn, the Tomcat heeled over at an angle of almost ninety degrees, the engines screaming behind him, as if the sound was trying to catch and swallow him. Up ahead he could no longer see the carrier because of the intermittent white clouds obscuring his vision and casting dark shadows on the blue water. Below the two fliers was one of the loneliest seaways on earth, the 3,500-mile stretch of the central Indian Ocean between the African island of Madagascar and the rock-strewn western coast of Sumatra.

  The U.S. carrier and its escorts, forming a complete twelve-ship Battle Group including two nuclear-powered submarines, were steaming toward the American Naval base on Diego Garcia, the tiny atoll five hundred miles south of the equator, which represents the only safe Anglo-American haven in the entire area.

  This was a real U.S. Battle Group seascape, a place where the most beady-eyed admirals and their staff “worked up” new missile systems, new warships, and endlessly catapulted their ace Naval aviators off the flight deck — zero to 168 knots in 2.1 seconds. This was not a spot for the faint-hearted. This was a simulated theater of war, designed strictly for the very best the nation could produce…men who possessed what Tom Wolfe immortally labeled “the right stuff.” Everyone served out here for six interminable months at a time.

  Lieutenant Howell, losing height down to 1,200 feet, spoke again to the carrier’s flight controllers. “Tower, this is Tomcat two-zeroone at eight miles. Coming in again.” His words were few, and again the jet fighter began to ease down, losing height, the engines throttling marginally off the piercing high-C shriek which would splinter a shelf of wineglasses. Howell, insulated behind his goggles and earphones, searched the horizon for the hundred-thousand-ton aircraft carrier.

  His intercom crackled. “Roger, Tomcat two-zero-one. Your deck is cleared for landing now — gotcha visual…come on in, watch your altitude, and check your lineup. Wind’s gusting at thirty knots out of the southwest. We’re still right into it. You’re all set.”

  “Roger, Tower…six miles.”

  All Navy and Air Force pilots have a special, relaxed, aw-shucks way of imparting news from these high-speed fighter aircraft, some say copied directly from America’s most famous combat ace, General Chuck Yeager, the first test pilot to break the sound barrier in his supersecret Bell X-1 in 1947.

  Talking to the tower, almost every young Navy flier affects some kind of a West Virginia country boy drawl, precisely how they imagine General Yeager might have put it, real slow, ice-calm in the face of disaster. “Gotta little flameout on the ole starboard engine, jest gonna cut the power out there, bring her in on one. Y’all wanna move the flight deck over a coupla ticks, gimme a better shot in the crosswind. It ain’t a problem.”

  Lieutenant William R. Howell imitated the general “better’n any of ’em.” And easier. Because he was not really Lieutenant William R. Howell, anyway. He was Billy-Ray Howell, whose dad, an ex — coal miner and Southern Methodist, now kept the general store back in the same hometown as Chuck Yeager — up in the western hollows of the Appalachian Mountains, Hamlin, a place of less than a thousand souls, right on the Mud River, close to the eastern Kentucky border in Lincoln County. Like Chuck Yeager, Billy-Ray talked about the ‘hollers,’ fished the Mud River, was the son of a man who had shot a few bears in his time, “cain’t hardly wait to git home, see my dad.”

  When he had the stick of an F-14 in his hand, Billy-Ray Howell was General Yeager. He thought like him, talked like him, and acted as he knew the general would in any emergency. No matter that big Chuck had retired to live in California. As far as Billy-Ray was concerned he and Chuck Yeager formed an unspoken, mystical West Virginia partnership in the air, and he, Billy-Ray, was a kind of heir-apparent. In his view, the old country way of life out among the hickory and walnut tree woods of Lincoln County gave a kid a tough center. And he was “damn near sure Mr. Yeager would agree with that.”

  The strategy had paid off too. Billy-Ray had achieved his schoolboy ambition to become a Naval aviator. Years of study, years of training, had seen him close to the top of every class he had ever been in. Everyone in Naval aviation knew that young Billy-Ray Howell was going onward and upward. They had ever since he first earned his engineering degree at the U.S. Naval Academy.

  No one was surprised by how good he was when he began his jet fighter training, pushing the old T2 Buckeyes around the skies above Whiting Field, east of Pensacola, in northwest Florida.

  And now the voice coming into the flight-control area was nearly identical to that of General Yeager, the st
eady “up-holler” tone, betraying no urgency: “Tower, Tomcat two-zero-one, four miles. I got somethin’ gone kinda weird on me, right here…landin’ gear warning light’s jes’ flickin’ some. Didn’t feel the wheels lock down. But it might be somethin’s jes’ wrong with th’ole lightbulb.”

  “Tower to Tomcat two-zero-one. Roger that. Continue on in and make a pass right down the deck at about fifty feet, two hundred knots. That way the guys can take a close look at the undercarriage.”

  “Roger, tower…comin’ on in.”

  Out on the exposed and windswept carrier deck, the Landing Signal Officer radioed instructions to the pilot and could see that Tomcat 201 was about forty-five seconds out, a howling, twenty-ton brute of an aircraft, bucking along in the unpredictable gusts over the Indian Ocean, the pilot trying to hold her on a glide path two degrees above the horizontal. There was a big swell on the surface, and the whole ship, moving along at fifteen knots, was pitching through about three degrees, one and a half degrees either side of horizontal: that meant the ends, bow and stern, were moving through sixty feet vertically every thirty seconds. All incoming aircraft would have a hell of an approach into the strong, hot wind, and timing the moment of impact would test the deftness and proficiency of every pilot. That was with landing wheels.

  The LSO, Lieutenant Rick Evans, a lanky fighter pilot out of Georgia, was now standing on the exposed port-quarter of the carrier. His binoculars were trained on Tomcat 201. And he could already see the landing wheels were not down — and the flaps weren’t down either. His mind was churning. He knew that Billy-Ray Howell was in trouble. Nonfunctioning landing gear have always been the flier’s nightmare, civil or military. But out here it was a hundred times worse.

  A fighter plane does not come in along the near flat path followed by civil jetliners, which glide, and then “flare out” a few feet above mile-long runways. Out here there’s no time. And not much space. Navy fliers slam those twenty-two-ton Tomcats down at 160 knots, flying them right into the deck, hook down, praying for it to grab the wire.

  The downward momentum on the landing wheels is astronomical. They are monster shock absorbers, built to kill the entire onrushing weight of the aircraft. If the hook misses, the pilot has one twentieth of a second to change his mind, to “do a bolter”—shove open the throttle and blast off over the bow, climbing away to starboard with the casual observation, “Comin’on in again.”

  The slightest problem with the locking mechanism aborts the landing, and, almost without exception, writes off the aircraft. Because the Navy would rather ditch a $35 million jet, on its own, than kill two aviators who have cost $2 million apiece to train. They would also much prefer the aircraft to slam into the ocean, and avoid the terrible risk of a major fire on the flight deck, which a belly-down landing may cause. Not to mention the possible write-off of another forty parked planes, and possibly the entire ship if the fire gets to the millions of gallons of aircraft fuel.

  Everyone on the flight deck knew that Billy-Ray and Freddie would almost certainly have to ditch the jet, and blast themselves out of the cockpit with the ejector, a dangerous and terrifying procedure, one which can cost any pilot an arm or a leg, or worse yet, his life. “Holy Christ,” said Lieutenant Evans, miserably.

  By now the LSO and his team were all edging toward the deep, heavily padded “pit” into which they would dive for safety if Billy-Ray lost control and the Tomcat plummeted into the carrier’s stern. All fire crews were on red-alert. “Conn-Captain, four degrees right rudder. Steer two-one-zero. I want thirty knots minimum over the deck. Speed as required.”

  Everyone could now hear the roar of the engines on the incoming Tomcat, and the bush telegraph of the carrier was working full tilt. Most everyone had a soft spot for Billy-Ray. He’d been married for only a year, and half the personnel of the Naval Air Base on the Pax River in Maryland had been at the wedding. His bride, Suzie Danford, was the tall, dark-haired daughter of Admiral Skip Danford. She’d met the curly-haired, dark-eyed Billy-Ray, with his coal-miner’s shoulders and sly smile, long before he had become one of the Navy’s elite fliers, while he was completing training at Pensacola.

  And now she was alone in Maryland, waiting out the endless six months of his first tour of sea duty. Like all aviators’ wives, dreading the unexpected knock upon the door, dreading the stranger from the air base calling on the phone, the one who would explain that her Billy-Ray had punched a big hole in the Indian Ocean. And there was nothing melodramatic about any of it. About 20 percent of all Navy pilots die in the first nine years of their service. At the age of twenty-six, Suzie Danford Howell was no stranger to death. And the possibility of her own husband joining Jeff McCall, Charlie Rowland, and Dave Redland haunted her nights. Sometimes she thought it would all drive her crazy. But she tried to keep her fears silent.

  She did not know, however, the mortal danger her husband was now in. There are virtually no procedures for landing gear failure. Nothing works, save for a touch of blind luck if the pilot can jolt down and then up, and the gears slam down and lock, putting out the warning light. But time is short. If that Tomcat F-14 runs out of gas it will drop like a twenty-ton slab of concrete and hit the long waves of the Indian Ocean like a meteorite…. “Billy-Ray Howell and Freddieare in trouble”…the word was sweeping through the carrier.

  On the tower side of the flight deck, Ensign Jim Adams, a huge black man from South Boston, dressed in a big fluorescent yellow jacket, was talking on his radio phone to the hydraulics operators on the deck below who controlled the arresting wires, one of which would grab the Tomcat, slowing it down to zero speed in two seconds flat, heaving the aircraft to a halt. Big Jim, the duty Arresting Gear Officer, had already ordered the controls set to withstand the Tomcat’s fifty-thousand-pound force slamming into the deck at 160 knots precisely, with the pilot’s hand hard on the throttle in case the hook missed. But Jim knew the problem…“Billy-Ray Howell’s in big trouble up there.”

  Big Jim loved Billy-Ray, a most unlikely duo on a big carrier, where aircrew tend to be a race apart. They talked about baseball endlessly, Jim because he believed he would have made a near-legendary first baseman for the Boston Red Sox, Billy-Ray because he had been a pretty good right-handed pitcher at Hamlin High. Next year they planned a jaunt to watch the Red Sox spring training for four days in Florida. Right now Big Jim wished only that he could check out and fix the hydraulics on the Tomcat’s landing gear, and he found himself whispering the age-old prayer of all carrier flight deck crew…“Please, please don’t let him die, please let him get out.”

  The Arabian Sea and Carrier Battle Group Operating Area

  Up on the bridge, Captain Carl Rheinegen was speaking to the senior LSO back on the stern. “Has he got a hydraulics malfunction? Do not land him. Hold him up and clear!”

  Again the big waterproof phone clutched by Lieutenant Rick Evans crackled, and the incoming voice was still slow. “Tower, this is Tomcat two-zero-one. Still got some kinda screwup here. Tried to give her a few jolts. But it didn’t work. Light’s still on. I can cross the stern okay and come on by, but I don’t think the hydraulics are too good. I’d prefer to keep the speed at 250 and take her straight back up. Git a little air underneath. No real problem. Stick’s a little tough. But we got gas. Lemme know.”

  And now the F-14 was thundering in toward the stern, twice as fast as an 80 mph Metroliner through New Jersey, and ten times as deafening. Too fast, but still with height. “Tower to Tomcat two-zero-one. Hit the throttle and pull right out, forget the pass. Repeat, forget the pass.”

  “Roger that,” said Billy-Ray Howell carefully, and he slammed the throttle forward and hauled on the stick. But nothing much happened except for acceleration. She seemed to flatten out and then she was diving in toward the end of the flight deck, still with two Phoenix missiles under her wing. Enough to blow half the flight deck to bits. Still slow and easy, Billy-Ray drawled: “Tomcat two-zero-one, I’ll jest take a little jog to my left and git ou
t over the portside.” And he watched through his deep-set eyes as the heaving flight deck roared up to meet him. He fought to stay aloft but the Tomcat now had a mind of its own. A bloody mind.

  Rick Evans, watching the F-14 now hurtling toward the portside edge of the flight deck, snapped back into the phone: “Get out, Billy-Ray, hit it!”

  For a split second Freddie Larsen thought his pilot might consider an ejection a sign of weakness or lack of cool. And he screamed for the first time in his flying career, “Punch it out, Billy-Ray, for Christ’s sake, punch it out!!”

  The Tomcat ripped past the carrier’s mast, just as Lieutenant William R. Howell’s right fist banged the lever. The compacted-charge exploded beneath his seat and blew him head-first out of the cockpit. Freddie followed, point five of a second later, the violence of the two explosions rendering them both momentarily unconscious. Freddie came around first, saw the Tomcat crash about twenty feet off the carrier’s port bow, sending a spout of water fifty feet into the air, almost up to the flight deck.

  But they were clear. When Billy-Ray came around, he saw his parachute canopy swinging above his head and the carrier’s surging, white stern wake beneath him. And even as he and Freddie hit the water, the Sea King helicopter was lifting off the roof of the carrier, in a roaring whirlwind of air. Flight deck crew were emerging from cover. All landing and takeoff operations were suspended, and down in the heaving sea, half-drowned despite his watertight survival suit, fighting for breath, Billy-Ray Howell could hear the God-sent voice of the rescue chief yelling through the loud-hailer: “Easy, guys, take it real easy; release the chutes and keep still, we’ll be right down.”

  The big chopper came in. A nineteen-year-old sailor jumped straight out into the water with the lines, and made for the two stricken U.S. airmen. “You guys okay?” he asked. “We’re a whole lot better’n we would be still in the ole F-14,” said Billy-Ray. Thirty-five seconds later they were both winched up to safety, both trembling from shock, Freddie Larsen with a broken right arm, Billy-Ray with a gashed eyebrow and blood pouring down his face, which made his grin look a bit crooked.