A Time for Patriots pm-17 Page 6

  Brad wished he was old enough to fly as an observer or scanner, but as they prepared for inspection, he was starting to get revved up to go out and find these victims. Yes, the air-search guys got all the glory, but the ground teams were the ones to actually make contact and help the victims.

  Each team member had a twenty-pound backpack on a support frame called a Seventy-Two Hour pack with a carefully prepared list of items for a three-night encampment, the longest authorized for CAP cadets, including sleeping bags and pads, another set of BDUs, Meals Ready to Eat kits for five meals, and other standard personal camping items. A two-gallon water bladder was attached to the back of each backpack, with a tube attached to the front of the uniform for drinking. They also carried a fanny pack with a personal first-aid kit and other essential items that they could access without having to dig through a backpack, such as gloves, goggles, a compass, maps, a headlamp, sunscreen, and other items. After checking their gear, they inventoried the other items they would take along in the van, including tents, packs of bottled water, more MREs, and cooking equipment. The medical team inventoried their kits and equipment, including splints, burn-treatment kits, stretchers, and bandages, and the senior members checked their radios, charts, and portable GPS receivers and spare batteries.

  Brad was in charge of the DF, or direction-finding equipment, and he had to show Bellville that it was working properly. The DF, called an L-Per, was a VHF and UHF radio receiver with an oblong directional antenna mounted on a six-foot-high mast, which was attached to a vehicle or could be carried on a special harness if they had to go in on foot. The receiver would pick up the electronic beacon from a downed aircraft and, by monitoring the signal strength as the antenna was turned, point the way to the beacon. The device was powered by two nine-volt batteries, and Brad made sure he had plenty of fresh spares — there wasn’t anything worse than to lead a team miles and miles into the desert and run out of juice before reaching the objective.

  Once Bellville had inspected everyone’s gear, it was all loaded into the back of the ten-passenger blue-and-white four-wheel-drive van, and the team piled in. The van had a special FM radio operating on the Civil Air Patrol repeater network that would tie in all of the teams on that channel, including, air, ground, and base units, along with a cellular amplifier that could pull in distant cellular signals to allow cell phones to be used farther from civilization.

  The ground mission was under way.

  At the same time Patrick was at the hangar entrance with the squadron’s blue-and-white Cessna 182R and the other members of his flight crew, Leo Slotnick and John de Carteret. Leo was in his midthirties, a former U.S. Air Force aerial refueling tanker pilot and currently a Nevada Highway Patrol sergeant and pilot from Battle Mountain, who had only been a member of the Battle Mountain squadron for five months. John de Carteret was just the opposite: he was in his early sixties, a retired captain in the U.S. Coast Guard, and was the co-owner of a gas station and convenience store in town just off the interstate with his wife, Janet, also retired Coast Guard and a CAP volunteer. He had been in the Civil Air Patrol since he first came to Battle Mountain eleven years earlier and was qualified in numerous emergency-services specialties, both ground and flying. Even though he was a pilot, he preferred to be a mission observer and act as copilot and mission commander. Slotnick could qualify for mission pilot after flying a few more actual or exercise sorties as a mission scanner and taking another flight check.

  Rob Spara came over with several forms. “Flight release and weight and balance,” he said. To the entire crew he asked, “How’s everyone feeling today? No one popping open any brewskis early on a hot Saturday afternoon?”

  “A couple hours later and I might have,” Leo admitted.

  “No late nights last night, no allergy medications?”

  “A late night for me is eight P. M., Rob,” John said.

  “I’m right with you, John,” Spara said. The “IMSAFE” check, which stood for illness, medications, stress, alcohol, fatigue, and eating/hydration, was a required briefing element to be sure each crewmember was fit to fly. Since none of them was on alert and they all led normal lives, being suddenly thrust into a flying assignment meant that the aircraft commander and flight-release officer had to be sure everyone was ready to fly. “How about you, General?”

  “I feel good, no meds, no alcohol, and things are so slow here on the base I can’t be stressed,” Patrick said.

  “Good.” Spara tapped some instructions into a BlackBerry, waited a few moments; then: “You’re released. Good luck.” He wrote their release number on the flight-release form. “I’ll see you on the radio.”

  Patrick opened up the airplane maintenance logs. “Okay, last crew reports they filled the plane to the tabs, so we have plenty of gas. Open discrepancies… loose copilot’s armrest… and left rearmost window is crazed. Let me know if you think it’s too bad to look out of, Leo.”

  “Will do, sir.”

  “No other glitches.” Patrick filled out log sheet from data on the flight-release form, closed it, then referred to a mission briefing card he had filled out after getting a mission briefing from the operations and planning officers. “Okay, guys, we’ll head on out directly to the southwest corner of grid SFO 448, and hopefully we’ll get a few ELT bearings. Altitude will be one thousand feet AGL, which will be around five thousand five hundred feet MSL in that area. Thirty minutes out and thirty back will give us three hours on station with an hour fuel reserve — hopefully we won’t need that long. We might have enough daylight when we get back to return, refuel, and relaunch if necessary. With the front blowing through, we might get some turbulence, so let me know if anyone feels queasy. Flat terrain except for Adam Peak, good visibility, and a half-mile track separation gives us a probability of detection of eighty-five percent, so let’s get this one. Questions?” Leo and John shook their heads. “Okay. I’ll do an airplane preflight. You guys preflight the radios, camera, and DF, copy the airplane hours into the logbook and the mission forms, and get a good radio check with the IC and ground team.”

  Patrick put on a pair of Nomex fireproof gloves and began to work on preflighting the four-seat Cessna, working with a plastic-laminated checklist. John met up with him a few minutes later. “Comm is good,” he said, “and the DF self-tests okay.”

  “Which means it’ll be almost useless?” Patrick deadpanned.

  “If you talk badly about the DF, it will hear you and act badly,” John deadpanned back. “I thought 406 megahertz satellite ELTs were required on all planes.”

  “They are,” Patrick said. “But everyone is cutting corners to cut costs these days, and ELTs are one of those things that you never think you’ll ever use. The owner was probably waiting until his ELT battery replacement was due before buying the new one.”

  “Well, hopefully it’ll keep on working long enough to get a good steer,” John said. He nodded to Patrick. “I’m always amazed watching you work, Patrick.”

  “Why?”

  “You’re the guy who’s flown all sorts of heavy iron, from B-52s to spaceplanes,” John said, “and here you are, preflighting a plane that probably weighs less than one of the bomb-bay doors on a B-52, and you’re using a paper checklist. You can probably preflight a Cessna 182 blindfolded.”

  “I probably could,” Patrick said, “but when I think I know it all, that’ll be the time to quit flying.”

  “True enough,” John said. He paused for a moment, then commented, “I… I’m not sure if I’ve said this to you before, Patrick, and if I have, I apologize, but…”

  “What?”

  “I just can’t believe you are here,” John said, his eyes filled with unabashed wonder — one might even describe it as amazement. “I mean, you are Patrick McLanahan. The Patrick McLanahan. It seems like one day you’re leading a group of bombers against Russia to avenge America for the American Holocaust, then the next you’re on the space station, and then you’re in Iraq stopping a major war from bre
aking out between Turkey and America. The next day, you’re in little Battle Mountain, Nevada, flying Cessna 182s and 206s for the Civil Air Patrol. With all due respect, sir… what in hell are you doing here? I mean, here ?”

  “I explained this to the squadron when I first joined, John,” Patrick began. “I retired from the Air Force—”

  “You mean, you were forced to retire.”

  “President Phoenix put his political life on the line during his campaign when he supported me and stood against President Gardner prosecuting me for the Aden and Socotra Island incidents,” Patrick said. “I felt I had no choice but to retire. President Gardner still decided to prosecute the others and myself. I was lucky: the case hadn’t gone to the jury by the time President Phoenix was sworn in, and he pardoned me.”

  “The others weren’t so lucky.”

  “I know,” Patrick said somberly. “A lot of good people had their lives turned inside out because of the orders I issued, even though no one spent any time in prison.” He straightened his shoulders. “Okay, let’s get our heads back in the game, John.”

  “But wait, Patrick,” the retired Coast Guard officer said quietly. He put a hand on Patrick’s arm in earnest. “You still didn’t answer my question: Why here ?”

  “I explained that,” Patrick said. “Battle Mountain is still a vital bomber, spaceport, UAV, and joint air facility. It’s been downgraded to part-time status, but there’s no money in anyone’s budget for a large support staff. I’m familiar with Battle Mountain and all the Air Force and Space Defense Force activities here; the high school has a good football program for my son, and he likes being part of the Civil Air Patrol. Probably most important: I can work for a dollar a year and live pretty well off my retirement, government housing, and expense reimbursements. I run a small caretaker staff, keep the networks and communications systems alive, and keep the lights minimally on and support the few missions we fly out of here until the economy recovers, and we can start rebuilding the force. It’s that simple.”

  John’s expression was skeptical, almost disbelieving, and he looked as if he was going to continue questioning him, but Patrick’s expression told him to back off. “Well, General,” he said, “I’m proud and pleased that you’re here.” He touched the silver eagle insignia on his left shoulder. “And I’m sorry you have to wear a bird instead of stars. It seems like an insult to me, given your service to our country.”

  “They offered an honorary lieutenant-general’s rank and position — I declined,” Patrick said. “I’m a crew dog, John, plain and simple. I wanted to fly, not give speeches and have my picture taken with politicians who say they support our mission and us. I couldn’t fly for CAP wearing three stars. Enough already, Observer. There may be people on the ground who need us. Let’s stop chitchatting.” John gave him a pat on the arm and let him get back to his preflight.

  A few minutes later, the crew climbed aboard. Patrick was in first in the left-front pilot’s seat, and then he rolled his seat forward so Leo could get in the left-rear seat. Leo carried a flight bag with charts, his own personal headset, and other gear, and another padded canvas bag with a digital telescopic camera for recording pictures for upload to the Civil Air Patrol National Operations Center after their mission was over. John got in last and strapped in. “Ready, John?” Patrick asked.

  “Ready,” John said, retrieving a laminated checklist card from a pocket near his right leg. “Preflight, completed. Crew brief.”

  “Seat belts and shoulder harnesses on all the time,” Patrick said, reciting from memory. “Fire extinguisher is up here between the front seats. Sterile cockpit in the terminal area and in the grid — no unnecessary conversations. Evacuation order will be Leo first out the left side, then John out the right, then myself, and I’ll grab the survival kit after exiting if the plane’s not on fire. Remember you can pop the windshield out as an emergency escape, and the rear baggage door is unlocked so you can climb over the backseat and get out that way if necessary. Questions?” He didn’t wait for a response — he knew his crew was experienced enough that they could give him the briefing. They continued with the checklist, got the plane’s engine started, the radios and navigation systems on, and minutes later they were taxiing for takeoff.

  It was a long taxi to the run-up area, a wide portion of the taxiway where small planes could pull out of the way to make room for other planes while the pilot finished his preflight. Patrick ran through the final engine checks and pretakeoff items. He then ran the Cessna’s engine up to takeoff power, leaned the engine until it was just starting to run rough, enriched the mixture until the cylinder-head temperature was 125 degrees cooler, then pulled the power back. Meanwhile, John entered their grid entry coordinates into the plane’s satellite navigation system, which gave Patrick his direction of flight after takeoff.

  “Takeoff briefing,” Patrick began. “John, back me up on engine instruments; Leo, watch for traffic. Engine failure during takeoff roll: throttle to idle, max braking as needed, flaps up, secure the engine. Engine failure after takeoff but less than one thousand feet aboveground: trim for seventy-five knots, full flaps, secure the engine, land straight ahead; if above one thousand feet, we’ll attempt a turn back to the runway, but we have lots of better options for an off-airport landing — if the airplane breaks, it belongs to the insurance company, not us. Any questions?” No reply. “Everyone ready?”

  “Observer.”

  “Scanner.”

  “Here we go.” Patrick taxied to the runway hold line, got takeoff clearance from the Battle Mountain control tower — actually a series of cameras and sensors all around the airfield, with controllers indoors watching on monitors — taxied onto the long reinforced concrete runway, and made the takeoff. The runway was so long that he could have made two more takeoffs and landings and still not have been in any danger of running out of concrete.

  “CAP 2722, airborne,” John reported on the FM radio.

  “Battle Mountain Base, roger,” Spara replied.

  A Remote Desert Playa, Central Nevada

  A short time later

  The landing on the hard alkali desert surface was one of the worst the workers had ever seen, and they were sure they’d see the big twin-engine plane flip upside down or spin out of control across the playa. But the pilot managed to keep it under control, and soon the King Air was taxiing across the three-inch-deep alkali dust toward the drop-off point.

  “Thought you’d ground-loop her for sure, Carl,” one of them said after boarding the King Air and making his way to the cockpit. The engines were still running at idle power, and a cloud of white dust swirled inside the plane. “You still got the touch, though. I shoulda warned you that the winds were squirrelly, but I didn’t want to—”

  The man stopped, and a chill ran up and down his spine. The pilot named Carl was slumped over the control wheel, still strapped in his seat, which was covered in bloody diarrhea, urine, and vomit. At first he thought Carl was dead… but a few moments later he saw him raise his head and look back. “Carl?” the man asked. “You look like shit, man.”

  “Funny,” Carl breathed. He coughed up more bloody substances, smiled, and sat up. “I feel like hell, not shit.”

  “You gonna make it, Carl?” the man asked. “The commander said to unload all the casks if you don’t think you’ll make it.”

  “I’ll be okay,” Carl breathed. He wiped his mouth, looked at the bloody mess covering his legs, floor, seat, and most of his instrument panel, then shook his head. “Just great. A perfectly good breakfast, wasted.”

  “You want me to clean all that up, Carl?”

  “Screw it,” Carl said. “Won’t matter anyway.” He seemed to doze off, then reawaken with a start, look around as if regaining his bearings, then turn back toward his comrade. “You got any whiskey, Joe?” he asked.

  “Thought you weren’t supposed to fly and drink,” Joe said even as he thought, What a stupid thing to say, quoting FAA regulations at a time like t
his. But before Carl could repeat his request, he nodded. “You got it, Carl. Sit tight and relax.”

  About ten minutes later, the worker named Joe returned to the cockpit with a plastic canteen. Another worker was maneuvering one of the casks behind him. “Here ya go, Carl,” Joe said. “A little Black Jack for ya.” Carl took the canteen and drank — most of it dribbled out of his mouth, but he didn’t seem to notice or care. “We got the payload up here for ya too.” Joe dropped a ratcheting wrench onto the copilot’s seat, then said apprehensively, “I… I can loosen a few of the bolts if you need.”

  Carl looked at Joe’s taut face, smiled, and shook his head. “No reason for both of us to get zapped, Joe,” he said. “I can handle it.” He held out an emesis-stained hand. “Thanks, brother. For the True Republic.”

  Joe hesitated for a heartbeat, but swallowed his fear and took Carl’s hand. “Good luck, Carl. For the True Republic. See you in Asgard, brother.” He turned and made his way out of the aircraft and closed and dogged the door shut.

  For several minutes, Carl sat in the cockpit, staring at the floor, trying to remember what he was supposed to do. But one look at the large steel-and-concrete cask sitting beside him reminded him of the task before him.