I've had some occasion of late to reflect on the past, and one of the things that stands out the most is my need to keep busy. Well, busy is not the right word--distracted, more like. It's stood me in good stead, actually. In college, when I was finally shamed enough about mediocre grades to put in some effort, it drove me to a respectable finish. And when I entered the fleet as a mighty, world-famous Green Knight, it put me up for a lot of working weekends.
Now, the reality of a fighter squadron is, literally, training. Training to kill, in the air and on the ground. In the Marine Corps, the latter is much more important and it is additionally required that fighters be able to kill on the ground only one side of the battle--the enemy--while leaving the friendlies unscathed. Considering the proudly stated mission of the Marine Rifle Squad is "to locate, close with, and destroy the enemy by fire and maneuver, or to repel the enemy assault by fire and by close combat," well, some degree of precision in this endeavor is required from us carefree airedales.
So there is a secondary reality, and that is flight hours. As Malcolm Gladwell put it, the path to proficiency lies in hours spent (10,000 hours being the minimum requirement for mastery, and while we all strive for that, who has that much time, I wonder?), and so our individual and collective ability to kill our enemies without fragging that closing and destroying Marine Rifle Squad relied on flight hours.
Flight hours, of course, are expensive. Not just in fuel (2,000 or so gallons of which we used each flight), but more tellingly in maintenance. For it is axiomatic in the realm of physics, whose laws are inexorable for us as those of death and taxes, that maneuvering such as is required to arrive quckly and safely in the right spot of the sky, oriented the correct way, in a slightly negative-G dive (which helps the bomb fall more closely aligned to the aircraft computer-extrapolated ballistic path) to deliver some hundreds of pounds of hate and discontent upon the enemy, accurately, puts some necessary and occasionally violent force on the jet. All the computers, and hydraulic pumps, and hinges and joins and bolts and generators, all the structural fuselage elements--all of them subject to sudden loading and unloading of gravitational forces as we airedales, with joy in our hearts and laughter in our voices (it's true) yank and bank our way up from the safety of terrain masking and roll in aggressively to "the chute," that wonderful and terrifying flight path from which said hate and discontent would shortly be dealt, but also a dangerous prison of principle, for in "the chute" one is "on government time," a nice way of saying we are required by divers oaths, spoken and unspoken, to deliver the fire support so desperately needed by our comrades regardless of personal safety, and a jet scribing a predictable straight path through the sky toward an intended target for some five to ten seconds makes a juicy target for the foes and their air defenses, doesn't it precious?
Which is all to say that the airplanes, designed as they are for the Newtonian toll by wonderful engineers at Boeing, undergo quite a beating in everyday flight. And they are not, therefore, always working.
Now, fear not. Being nothing less than a professional organization, American Naval Aviation has instituted many safeguards to ensure that broken aircraft are diagnosed and healed quickly (for machines so complicated, which carry life in their austere and purposeful cockpits, act more like living things than cold machinery). The fine Marines who crawl all over the jet and learn it's most secret places, in rain and cold and heat and long, deadly sunny days, they diligently diagnose all manner of little issues, and even more diligently repair them. They are Marines, of course, and are deeply invested in doing their job correctly - something to which I've alluded before. And they certainly won't certify a broken aircraft for us airedales to fly.
That means we only have so many aircraft at any one time, and as each aircraft can only fly so many times per day (three), we only have so many flights. And with a squadron of 34 aggressive, type A, red-blooded aviators all clamoring for flight hours (for to reach eventually that 10,000, though I've only ever heard of one gentlemen do it, and he wasn't flying the Hornet's ful 13 tons of twisted steel, sex appeal, fully articulating leading and trailing control surfaces, and hydraulic and electric circuits, so I'll spare him my envy for his piston-engined, single-control-surface monoplanes), and more importantly all 34 needing training for to kill accurately, space on that flight schedule gets pretty precious. When you start factoring in that maybe only 10 of the aviators are qualified tactical instructors, and one of them is needed for every flight with an unqualified aviator trying to get qualified for to become officially more accurate at killing, well, Flight Hours are very precious indeed, and you can probably forget Mr. Gladwell's 10,000.
But. A brilliant solution. The United States having a vast and reliable network of airfields left over from the days they also enjoyed a comfortable technological and economic advantage over the rest of the world, due largely to the vision and enterprise of men and women like that 10,000 flight hour earner (and where did all of that go, we wonder), and airedales being professionals, well, why don't you go seek your 10,000 hours on the weekend, young WSO? However, you must not under any circumstances come back to the home field until you are scheduled to do so. Therefore you must seek your fortune elsewhere--in Las Vegas, or Phoenix, or Long Beach, or Palo Alto. If you can show good reason, you may go farther afield: Seattle, Portland, Boise, Lake Tahoe, Albuquerque.
Well. Unspoken was the fact that I, like many of my fellow "road warriors," was single. And though some were vocal about the "double standard," I had no desire to pull my peers from their families on the weekend. Also, I was conscious of the fact that in the competitive world of fighter aviation, it was rather well looked-upon if one showed uncommon dedication to flying. And there were real benefits, too. Places to see, bars to visit, new airfields to experience, all while earning per diem getting a free hotel stay. Plus the advantage of progressing in qualifications faster than my peers, if I could entice an instructor along. And I didn't have to go home to my sparsely furnished one-bedroom apartment (seriously, my wife still teases me about my life with only a bed, dresser, and desk) and wonder what to do with my weekends.
So I became a consummate road warrior--during one two-month stretch, I did nine weekend cross-countries. Yup, if you're counting--that's every weekend. Plenty of distraction.
They were days of work and wonder--sitting, hot, in the pits of El Centro with the engines screaming at idle, poring over a chart and scratching fuel and time calculations on my kneeboard to see what sort of Bingo we'd set to safely arrive at our next destination (Bingo being the term for the minimum amount of fuel required to get to base, with a specified safety reserve) while the sweat beaded under my visor and made the mask slippery on my face; knocking off 20 minutes of dogfighting, breathless and panting from the G forces and the strain of keeping one's head turned around and locked on the other aircraft, and keeping my voice aviator cool on the radio with center as I asked for IFR to Phoenix; nervously asking for a lower altitude VFR over the Grand Canyon, and receiving permission, and descending lower into the layered red rock walls while a sparkling blue river winked out of the depths; calling hotels and 1-800-Wx-Brief to file the next flight from the deliciously cool FBO in Palm Springs, giddy with freedom after deciding with the other aircrew that we were NOT going to Long Beach tonight, that we wanted to go to Las Vegas instead, and spending a half an hour 'making it happen;' scrubbing clean an ancient whiteboard with paper towels and the damp sleeve in a crumbling base operations building, wallpapered with squadron stickers, in preparation for a full debrief; and best of all, the sudden quiet at sunset, when the radios magically stop squawking and the light fails and cockpit cools off and the horizons become brilliant streamers of red and pink and orange--when it was time to find a new place, a new hotel and restaurant and bar, and the work is over.
And I remember one winter afternoon, awash in coppery sunset light, when at 18 miles from the field we were directed to turn left and intercept the approach path for runway 07C ('zero-seven-center'), and asked to slow to 130 knots. These instructions are to be followed to the letter, now, because there are many airplanes at any given time trying to get into that small little cone of airspace around Phoenix Sky Harbor, and land--many of them filled with innocent passengers, at that. Having them all moving at more than 100 miles an hour, and climbing and descending on there way out and in, complicates the problem immensely. The hardworking controllers at airports like that deserve a beer next time you meet once in your local watering hole, maybe, and they certainly deserved the utmost professional courtesy from the likes of me, whose ego was often close to writing checks his body couldn't cash, and nor could his airplane, at least not without upsetting the smooth flight of 150 odd southwest passengers, but that fortunately didn't happen but once, and it's a story for another time.
In any case, it was with some trepidation that I tapped the foot pedal, and transmitted back to the controller, "Combat 41 unable. Minimum airspeed 150." Which was putting my pilot and the controller in a pickle, and no mistake. For the former, well, our 13 ton aircraft with two tons of fuel aboard did not like flying at 150 knots, oh no precious, what with finite lift available even with the wings totally reconfigured for maximum lift provision. It requires an exceedingly gentle touch, I'm told, and a high power setting, which the aircraft greatly desires to turn into speed for to gain more lift and stability. A hundred seventy-five knots being preferred. For the latter it became immediately evident why our speed was a problem. Several miles ahead of us, nearly blending in with the desert floor (at 18 miles one is barely seeing the southwestern suburbs of Phoenix below), was a trundling Southwest Airlines 737, placidly and gently gliding in at about 130 knots. Not being designed, see, for the speed of heat, or for eight Gs, or for accurate delivery of death to all comers in the air, on land, and at sea, the Boeing 737 has nice large rigid wings that are uncongenial to the lift or drag requirements of, as one pilot once undelicately put it, "flying through your own a**hole." It is therefore also much more stable at slow speeds.
My pilot answered my radio call over the Intra-Cockpit Communication System (ICS) with a four-letter word unprintable on this family website. The controller, after a pregnant silence, said uncertainly "Combat 41, roger, traffic twelve o'clock, three miles, seven-thirty-seven." Which meant, of course, that he heard me about the 150 knots, and oh by the way there was another aircraft off my nose at three miles. To which my pilot replied via ICS, "Tally," and I was able to say "Combat 41, Tally that traffic," and then quietly wonder whether we'd have to do a turn of holding before we landed.
But this controller was smart and helpful, which made a nice change from all the rude ones who question your omniscience and try to kill you by flying you into either an airplane or a hill, true story, and both also for another day. He hopefully asked over the radio, "Combat 41, can you land on the right?" which of course that Phoenix has two large runways, the right-most one being shorter when landing on runway 07, and perhaps we could land on a different runway than that tortoise of a 737 quite safely. So I hurriedly thumbed to my airfield diagram, saw that the right runway was 7,800 feet long, which was about 200 feet shorter than we'd like but technically quite long enough for the Hornet, and doing a quick calculation on how much I trusted my young pilot's ability to stop from running us off the end of the runway, and exiting the airplane ungraciously through the door that Martin Baker provides, and quickly tapped my foot pedal to transmit cooly, "Combat 41, affirm," and save the day. Which, of course, I did, because the controller happily replied "Roger Combat 41, maintain visual separation that traffic and continue your approach visually to zero-seven-right." It wasn't exactly kosher because under IFR traffic rules he has to give me a heading, but it was quite an expedient solution. My pilot accelerated to a much smoother 175 knots and swung right to offset from the Boeing and line up on the right runway, which looked rather short compared to the two other 10,300-foot-generous runways provided by Sky Harbor. And, having a pilot's generous dose of ego, he batted no eyes at my quick brief about the 7,800 foot runway earmarked for us.
So I found myself with the setting sun at my back, beauty before my eyes and relief in my heart, passing a Southwest Airlines airplane in my hornet. We touched down about 15 seconds before he did, and ended up having to wait a while on the taxiway, worse luck. But it sure made the beers taste good that evening.
Flight hours, of course, are expensive. Not just in fuel (2,000 or so gallons of which we used each flight), but more tellingly in maintenance. For it is axiomatic in the realm of physics, whose laws are inexorable for us as those of death and taxes, that maneuvering such as is required to arrive quckly and safely in the right spot of the sky, oriented the correct way, in a slightly negative-G dive (which helps the bomb fall more closely aligned to the aircraft computer-extrapolated ballistic path) to deliver some hundreds of pounds of hate and discontent upon the enemy, accurately, puts some necessary and occasionally violent force on the jet. All the computers, and hydraulic pumps, and hinges and joins and bolts and generators, all the structural fuselage elements--all of them subject to sudden loading and unloading of gravitational forces as we airedales, with joy in our hearts and laughter in our voices (it's true) yank and bank our way up from the safety of terrain masking and roll in aggressively to "the chute," that wonderful and terrifying flight path from which said hate and discontent would shortly be dealt, but also a dangerous prison of principle, for in "the chute" one is "on government time," a nice way of saying we are required by divers oaths, spoken and unspoken, to deliver the fire support so desperately needed by our comrades regardless of personal safety, and a jet scribing a predictable straight path through the sky toward an intended target for some five to ten seconds makes a juicy target for the foes and their air defenses, doesn't it precious?
Which is all to say that the airplanes, designed as they are for the Newtonian toll by wonderful engineers at Boeing, undergo quite a beating in everyday flight. And they are not, therefore, always working.
Now, fear not. Being nothing less than a professional organization, American Naval Aviation has instituted many safeguards to ensure that broken aircraft are diagnosed and healed quickly (for machines so complicated, which carry life in their austere and purposeful cockpits, act more like living things than cold machinery). The fine Marines who crawl all over the jet and learn it's most secret places, in rain and cold and heat and long, deadly sunny days, they diligently diagnose all manner of little issues, and even more diligently repair them. They are Marines, of course, and are deeply invested in doing their job correctly - something to which I've alluded before. And they certainly won't certify a broken aircraft for us airedales to fly.
That means we only have so many aircraft at any one time, and as each aircraft can only fly so many times per day (three), we only have so many flights. And with a squadron of 34 aggressive, type A, red-blooded aviators all clamoring for flight hours (for to reach eventually that 10,000, though I've only ever heard of one gentlemen do it, and he wasn't flying the Hornet's ful 13 tons of twisted steel, sex appeal, fully articulating leading and trailing control surfaces, and hydraulic and electric circuits, so I'll spare him my envy for his piston-engined, single-control-surface monoplanes), and more importantly all 34 needing training for to kill accurately, space on that flight schedule gets pretty precious. When you start factoring in that maybe only 10 of the aviators are qualified tactical instructors, and one of them is needed for every flight with an unqualified aviator trying to get qualified for to become officially more accurate at killing, well, Flight Hours are very precious indeed, and you can probably forget Mr. Gladwell's 10,000.
But. A brilliant solution. The United States having a vast and reliable network of airfields left over from the days they also enjoyed a comfortable technological and economic advantage over the rest of the world, due largely to the vision and enterprise of men and women like that 10,000 flight hour earner (and where did all of that go, we wonder), and airedales being professionals, well, why don't you go seek your 10,000 hours on the weekend, young WSO? However, you must not under any circumstances come back to the home field until you are scheduled to do so. Therefore you must seek your fortune elsewhere--in Las Vegas, or Phoenix, or Long Beach, or Palo Alto. If you can show good reason, you may go farther afield: Seattle, Portland, Boise, Lake Tahoe, Albuquerque.
Well. Unspoken was the fact that I, like many of my fellow "road warriors," was single. And though some were vocal about the "double standard," I had no desire to pull my peers from their families on the weekend. Also, I was conscious of the fact that in the competitive world of fighter aviation, it was rather well looked-upon if one showed uncommon dedication to flying. And there were real benefits, too. Places to see, bars to visit, new airfields to experience, all while earning per diem getting a free hotel stay. Plus the advantage of progressing in qualifications faster than my peers, if I could entice an instructor along. And I didn't have to go home to my sparsely furnished one-bedroom apartment (seriously, my wife still teases me about my life with only a bed, dresser, and desk) and wonder what to do with my weekends.
So I became a consummate road warrior--during one two-month stretch, I did nine weekend cross-countries. Yup, if you're counting--that's every weekend. Plenty of distraction.
They were days of work and wonder--sitting, hot, in the pits of El Centro with the engines screaming at idle, poring over a chart and scratching fuel and time calculations on my kneeboard to see what sort of Bingo we'd set to safely arrive at our next destination (Bingo being the term for the minimum amount of fuel required to get to base, with a specified safety reserve) while the sweat beaded under my visor and made the mask slippery on my face; knocking off 20 minutes of dogfighting, breathless and panting from the G forces and the strain of keeping one's head turned around and locked on the other aircraft, and keeping my voice aviator cool on the radio with center as I asked for IFR to Phoenix; nervously asking for a lower altitude VFR over the Grand Canyon, and receiving permission, and descending lower into the layered red rock walls while a sparkling blue river winked out of the depths; calling hotels and 1-800-Wx-Brief to file the next flight from the deliciously cool FBO in Palm Springs, giddy with freedom after deciding with the other aircrew that we were NOT going to Long Beach tonight, that we wanted to go to Las Vegas instead, and spending a half an hour 'making it happen;' scrubbing clean an ancient whiteboard with paper towels and the damp sleeve in a crumbling base operations building, wallpapered with squadron stickers, in preparation for a full debrief; and best of all, the sudden quiet at sunset, when the radios magically stop squawking and the light fails and cockpit cools off and the horizons become brilliant streamers of red and pink and orange--when it was time to find a new place, a new hotel and restaurant and bar, and the work is over.
And I remember one winter afternoon, awash in coppery sunset light, when at 18 miles from the field we were directed to turn left and intercept the approach path for runway 07C ('zero-seven-center'), and asked to slow to 130 knots. These instructions are to be followed to the letter, now, because there are many airplanes at any given time trying to get into that small little cone of airspace around Phoenix Sky Harbor, and land--many of them filled with innocent passengers, at that. Having them all moving at more than 100 miles an hour, and climbing and descending on there way out and in, complicates the problem immensely. The hardworking controllers at airports like that deserve a beer next time you meet once in your local watering hole, maybe, and they certainly deserved the utmost professional courtesy from the likes of me, whose ego was often close to writing checks his body couldn't cash, and nor could his airplane, at least not without upsetting the smooth flight of 150 odd southwest passengers, but that fortunately didn't happen but once, and it's a story for another time.
In any case, it was with some trepidation that I tapped the foot pedal, and transmitted back to the controller, "Combat 41 unable. Minimum airspeed 150." Which was putting my pilot and the controller in a pickle, and no mistake. For the former, well, our 13 ton aircraft with two tons of fuel aboard did not like flying at 150 knots, oh no precious, what with finite lift available even with the wings totally reconfigured for maximum lift provision. It requires an exceedingly gentle touch, I'm told, and a high power setting, which the aircraft greatly desires to turn into speed for to gain more lift and stability. A hundred seventy-five knots being preferred. For the latter it became immediately evident why our speed was a problem. Several miles ahead of us, nearly blending in with the desert floor (at 18 miles one is barely seeing the southwestern suburbs of Phoenix below), was a trundling Southwest Airlines 737, placidly and gently gliding in at about 130 knots. Not being designed, see, for the speed of heat, or for eight Gs, or for accurate delivery of death to all comers in the air, on land, and at sea, the Boeing 737 has nice large rigid wings that are uncongenial to the lift or drag requirements of, as one pilot once undelicately put it, "flying through your own a**hole." It is therefore also much more stable at slow speeds.
My pilot answered my radio call over the Intra-Cockpit Communication System (ICS) with a four-letter word unprintable on this family website. The controller, after a pregnant silence, said uncertainly "Combat 41, roger, traffic twelve o'clock, three miles, seven-thirty-seven." Which meant, of course, that he heard me about the 150 knots, and oh by the way there was another aircraft off my nose at three miles. To which my pilot replied via ICS, "Tally," and I was able to say "Combat 41, Tally that traffic," and then quietly wonder whether we'd have to do a turn of holding before we landed.
But this controller was smart and helpful, which made a nice change from all the rude ones who question your omniscience and try to kill you by flying you into either an airplane or a hill, true story, and both also for another day. He hopefully asked over the radio, "Combat 41, can you land on the right?" which of course that Phoenix has two large runways, the right-most one being shorter when landing on runway 07, and perhaps we could land on a different runway than that tortoise of a 737 quite safely. So I hurriedly thumbed to my airfield diagram, saw that the right runway was 7,800 feet long, which was about 200 feet shorter than we'd like but technically quite long enough for the Hornet, and doing a quick calculation on how much I trusted my young pilot's ability to stop from running us off the end of the runway, and exiting the airplane ungraciously through the door that Martin Baker provides, and quickly tapped my foot pedal to transmit cooly, "Combat 41, affirm," and save the day. Which, of course, I did, because the controller happily replied "Roger Combat 41, maintain visual separation that traffic and continue your approach visually to zero-seven-right." It wasn't exactly kosher because under IFR traffic rules he has to give me a heading, but it was quite an expedient solution. My pilot accelerated to a much smoother 175 knots and swung right to offset from the Boeing and line up on the right runway, which looked rather short compared to the two other 10,300-foot-generous runways provided by Sky Harbor. And, having a pilot's generous dose of ego, he batted no eyes at my quick brief about the 7,800 foot runway earmarked for us.
So I found myself with the setting sun at my back, beauty before my eyes and relief in my heart, passing a Southwest Airlines airplane in my hornet. We touched down about 15 seconds before he did, and ended up having to wait a while on the taxiway, worse luck. But it sure made the beers taste good that evening.
