The Dangerous Ground

Ever hear of the Spratly Islands? If you haven’t, don’t feel too bad. They are a group of small islets, coral reefs, cays, sandbars and exposed rocks in the bottom half of the South China Sea. They are located in a large area off The Philippines and Malaysia, with shallow banks and sea mounts teeming with life, and evidence of oil deposits below. Seafarers know it as “The Dangerous Ground” with numerous shoals that have claimed many a wayward vessel over the millennia. In addition to The Philippines and Malaysia, the Spratly’s are claimed by Brunei, Taiwan, Vietnam and one significant country some 500 miles to the north, The People’s Republic of China.

Not only does the PRC claim the Spratly group, it claims the entire South China Sea, from Taiwan down to the Sunda Shelf north of Singapore, from Vietnam in the west to the PI’s Palawan Island in the east. To put this in perspective, lets think of the South China Sea as equivalent to the United States east of the Mississippi River. Using this example, China claims from the Canadian border with Maine to Atlanta, over to Jackson, MS, then up to Chicago. According to international law, in this example China is entitled to only 12 miles south of Canada, granting it greater Buffalo, Erie, and Detroit. That’s it.

How do they “get away” with this? Well, China, which was a sovereign country in Biblical times, claims the SCS as their own from some 1,400 years ago. Dynasties came and went, but the 19th and early 20th centuries were quite troubling times for China, characterized by the “Opium Wars” and “Treaty Ports.” Humiliated by foreign occupiers from Britain to Japan, and with a long memory, China emerged in 1949 with the rise of the communists and a focus on claiming what they feel rightly belongs to “the people.”

In 1947, even before the PRC had defeated the Nationalists, future Prime Minister Zhou Enlai drew a nine-dash line which is viewed as the historical background of PRC claims of the vast SCS. China was impoverished and unable to back this claim, which was ignored by the West anyway as absurd. But the People’s Republic, suspicious of the West and under no obligation to assert their claims, didn’t give it a second thought.

In 1996 an incident occurred off Taiwan that in my view is quite similar to the Cuban Missile Crisis. The PRC fired missiles near Taiwan when Taiwan flexed its political muscles. The United States sent the carriers Independence and Nimitz to waters off Taiwan to send a signal of resolve. The Peoples Liberation Army Navy was then a coastal patrol force and in no position to confront the U.S Navy off their shores. The PRC backed down, as the Soviet Union did in 1962 when faced with the American blockade of Cuba, turning their ships around. The Soviets then embarked on constructing a blue-water navy that by the 1970’s was a peer competitor to the U.S. fleet. In much the same manner China, on the cusp of an economic boom the world had not seen since the rise of the industrial United States some 100 years earlier, set out to build a blue-water navy to control not only their “near seas” such as the SCS, but one that today is deployed to the Horn of Africa and the Seychelles in order to secure the “Road” in China’s Belt-and-Road economic initiative.

Regional powers that claim the Spratly group – and the Paracels and Scarborough Shoal – have built up austere “outposts” to cement their claims. However, in recent years the PRC, seeking no one’s permission and for the most part ignored by the wider world, have built significant installations in the Spratly’s, installations with deep-water ports and runways capable of operating all manner of aircraft, the so-called Great Wall of Sand.

In the 19th century the United States built Fort Jefferson in the Dry Tortugas off Key West, on a beautiful and pristine cay set on a turquoise sea. This is unthinkable today. While we have the technology to build, gathering the political will to do so in the face of strident environmental objections is just this side of impossible.

Not so for today’s China. The Spratly Islands are no less pristine and unspoiled, and are vital fishing grounds for countries that neighbor them, but China – in a matter of months – has poured dredge sand on coral reefs and built islands capable of supporting thousands of people and runways of 9,000 feet in length. A giant B-52 bomber could land safely on such a runway, and the fact that the pristine coral reef is destroyed is of no consequence. The PRC has the political will, and the usually strident protests of global environmentalists are meek compared to transgressions they find elsewhere in the world, none of which are on the scale of a newly-constructed Spratly outpost.

The People’s Republic ignores what meager protests are lodged, considering the waters their own, their “blue-territory.” China does not feel pressure to allow anyone use of waters it considers theirs. The West cannot understand this, but that’s the situation today. China wants to control trade in its near seas, and considers the fish under the surface and resources under the seabed as exclusively theirs. Still not familiar with the Spratlys? I believe that Chinese schoolchildren are.

Enter the United States Navy. Our Navy is the guarantor of free trade on the worlds oceans, and has been since 1945. China is a huge beneficiary of this trade, but now that they have built their own fleet up into a legitimate blue-water force, it is taking great control of international waters on its periphery that the rest of the world considers international. Today there is big-time tension in the South China Sea, and a careless spark can ignite it.

This is my premise for Fight Fight. Set today, such a spark occurs. Pol-Mil denizens around the world consider such a conflict to be inevitable, much the way the U.S. Navy and Imperial Japanese Navy viewed each other in the early 1930’s. How will a modern Air-Sea battle be fought there today, and who will fight it? Is it inevitable?

My interest in writing my novels is to explore how the human beings at the tips of both – both – national spears deal with combat in support of national tasking. Such a battle will be fought with missiles – right? How will the expected loss of communications and navigation satellites affect them? The Western Pacific puts the “T” and “D” in Tyranny of Distance, and ships must steam for days and aircraft need in-flight refueling – there and back – to transit vast open-ocean expanses. How will the humans on both sides deal with these challenges?

I’m in good company. Techno-thriller authors of great and lesser renown are publishing their novels of how this notional fight will occur, from cyber to kinetic. For research I spoke with subject matter experts from four-stars to two stripes, read about the geopolitics of the region and social construct of China, read their history, and imagined being inside their ships and aircraft and living on their outposts. My memories of time spent on flight decks and inside cockpits are vivid, and just sitting quietly thinking “what if?” is what techno-thrillers are made of.

Another benefit of novels such as ours is to inform. I could point out the reference materials I used for this novel, but how many readers would read them? Always greater than the sum of the research materials, a novel allows the writer to bring the reader into the world, into the minds of the characters dealing with the man vs. man/machine/nature conflicts in a way that entertains and resonates with the reader, whether familiar or unfamiliar with the subject. After reading Fight Fight you’ll have a feel for the South China Sea and todays geopolitical challenges. Fiction has it’s place, as do war games…and sitting quietly.

Fight Fight, like my others, has what a friend calls a “leadership challenge” that involves one of the seven deadly sins. Each of my novels have subplots centered around our human flaws, and those flaws when placed under the pressures of combat can, well, you be the judge.

I’ve never been to the “Far East” but found my study and the experience of writing this novel fascinating. After Fight Fight was complete, then edited by Linda and tweaked by Jeff, I said wow. Hope you do too, and enjoy this fictional story about what could happen on The Dangerous Ground this autumn of 2018.

A Day at the Beach

Yes, flying high performance aircraft off a ship was fun. Well, maybe not like the goofy grin you have on an amusement park roller coaster when you roar past the camera that captures it. It’s a different kind of fun; exhilarating after the fact, challenging, rewarding. My memories are vivid, but in 17 years of active military flying, one day stands out.

In my career I knew many Blue Angel demo pilots. The Blues are superb aviators and great guys; all of us looked up to them. It’s a demanding job; from January till November they are first training then on the air show circuit, away from their home of Pensacola most of that time, and flying intense practice and demo flights 5-6 times a week. When they aren’t flying they are in the gym (more on that later) or at a social “commit” to meet show-site heavies or visit a hospital, etc. For ten months a year they must be “on” and their performance is scrutinized daily.

LCDR Mark “Gucci” Dunleavy was a Wildcat squadron mate, and in 1998 he was Blue Angel #4, flying the slot in the trademark Delta formation in his second season. The Boss was CDR George “Elwood” Dom, a contemporary and friend. Earlier that year Gucci invited me to fly with the team. It is that easy to fly with the Blue Angels.

We selected July 9, 1998 as a demo practice I could join. This was not just any practice. It was practice for the annual Pensacola Beach show, and would be conducted the Friday before the Saturday show. The “Beach Show” is Pensacola’s biggest event and attendance is well into six figures. We would take off from NAS Pensacola, fly the ten or so miles to the beach, fly a 40 minute demo, and recover back at the air station. Cool.

As a squadron Executive Officer everyone is nice to you, and my request to fly a Hornet to Pensacola was approved. Those of you familiar with the forested monotony of I-10 from Jacksonville to Pensacola will appreciate the 45 minute flight in an FA-18. (Once flying from Pensacola to Jacksonville I accomplished it in 38 minutes. You could do it in under 30, but only once.)

I landed at Pensacola’s Sherman Field and taxied up to the Blue Angel flight line. A razor-sharp crewman in blue coveralls and Ray-Ban shades directed me in to my parking spot with crisp signals. With a smile he said not to worry about the jet, he’d button it up.

Gucci welcomed me and we departed for Perdido Key to stow his ski boat. The team had spent the day waterskiing with finalists “rushing” the team in a last opportunity to get to know them before selection. One of them we had served with was Tater, who we would meet later at Pensacola Beach.

At the Sandshaker we ordered Bushwackers and caught up with all the aviators in familiar fashion, filling the air with jargon and acronyms. There I caught up with Tater and Elwood, and met the others on the team whom I had not met. We had a fun night on beautiful Pensacola Beach, with the finest sugar-white sand in the world. Tater was excited at the prospect of joining the team, and was envious of me flying with them the next day.

The team invited me to sit in on their preflight brief, an honor I appreciated. From a checklist Elwood went over the maneuvers, and in a way that allowed the pilots to envision themselves flying it. The Blue Angel flight brief is likened to a séance, and I spied pilots with eyes closed moving their hands as if they were flying as Elwood described each sequence. Think about it; this is halfway through the season of flying demos almost daily, they’ve got it, but they still cover each maneuver in detail. Frankly, it is a hallmark of tactical aviation, but nonetheless I was impressed with the level of detail and concentration in this “routine” Blue Angel flight brief.

I walked to the jet early to get myself situated in the back seat of the two-seater Gucci would fly for this practice. In the paraloft I was asked if I wanted to wear my G-suit. There is only one answer when flying with the team – no.

The Blue Angels do not wear G-suits, which can add an extra 2-3 g’s of g tolerance. They can interfere with their flight control; going 350 knots only 18 inches from another jet requires fine adjustments. They are also cumbersome to put on and off and don’t look cool on a blue flight suit. The pilots spend hours in the gym most days; they are world class athletes who can crank on 6 g’s for 40 minutes, then step out of the jet looking fresh as a flower.

With me already strapped the team marched down the line and each pilot peeled off to his jet as they would in front of a crowd. On signal Gucci started us up and in no time all six jets were ready for taxi. I got the aft cockpit energized and the jets taxied in formation to the hold short line. Like the pilots, I was fitted with a boom mic, leaving my oxygen mask behind.

We took position on Runway 25 and got the weather report; thunderstorms to the northwest. We could see them, but Elwood decided we had enough time before they arrived. His wingmen each acknowledged his radio calls in rapid fashion. They were pumped up, excited, ready to fly a perfect demo. In my experience, us pilots on radio check-ins try to sound too cool for school, just another day at the office. But the Blues are almost childlike in their enthusiastic radio comms. It’s concentration, from when they march to the jets to when they salute at the end of the demo, and the radio enthusiasm helps them stayed focused.

We rolled down the runway as a division, four jets maintaining position on Elwood as we gained flying speed. As the Number 2 jet lifted off and raised the landing gear, Gucci, feeding in left rudder while holding his wings level, slid under #2, our nose moving into the position #2’s main mounts occupied as they retracted into the aircraft. Wow.

We turned south and crossed Johnson Beach, heading out to sea. “Wanna fly?” Gucci asked. I said, “Yeah, I’ve got it,” and took control. On occasion fleet aviators fly the diamond formation returning from a hop, and as a senior aviator it had been a while since I flew as #4 in a diamond. I allowed myself a smile; flying form in the Blue Angel Diamond is heady stuff, and soon it was the Delta as Numbers 5 and 6 joined. Elwood led us in a wide arc to the east at 500 feet as I maintained a “fleet” distance on him. Approaching Pensacola Beach, Gucci said, “I’ll take it back now.” We transferred control again, and he then positioned us “Blue Angel close” to #1. I was amazed how close we were; the exhaust nozzles of Elwood’s Hornet were right above my head, and it was loud.

With smoke “on” we thundered over the familiar “beach ball” water tower and the two solos broke off. The beach was packed with people and boats jammed Little Sabine Bay. Skies to the west were graying, and lowering.

With a sing-song cadence over the radio Elwood led the diamond through each maneuver. The radio chatter was heavy as the diamond and the solos hit their check points, the object being to keep jets in front of the crowd to the maximum practicable.

We set up over Fort Pickens for the Double Farvel. Zipping down the beach at under 500 feet – me waving at people on the shoreline – the formation loosened up and on signal Elwood and Gucci rolled inverted, which is a cool way to say upside down. The formation tightened again, and I found myself looking “up” at the bottom of Elwood’s jet with shoreline breakers in the background. Hanging in my straps I waved at the Casino Beach crowd as we rocketed past and once clear of show center opened up, rolled upright, and back into the normal diamond.

The weather continued to come down, with a ledge of overcast that prevented us from conducting iconic overhead maneuvers like the Line Abreast Loop or Delta Break Cross. We continued in the “Flat Show.”

Halfway through the demo the diamond “breaks up” for certain maneuvers allowing the pilots to pull hard and put some g on the jets. I was able to withstand the g, but one time Gucci reefed on a turn to rendezvous on Elwood over Gulf Breeze. Tightening my leg and abdominal muscles I was ready for it, and felt my vision gray and then tunnel – not unfamiliar sensations for tactical aviators – before finally going black. I was awake with eyes open, but could not see. Gucci let off the g and my vision returned at once.

Along for the ride, watching a Blue Angel demo from inside it, I caught myself smiling that goofy roller coaster smile. While fun, I was impressed with everything. The level of precision and commitment to excellence were an order above what I had experienced in my naval aviation career, and that’s saying something.

The weather was about to hit Sherman Field, and Elwood had to get us home. With a final Delta Flat Pass to wave good-bye, we headed west to Fort Pickens where Elwood detached us in order. Each pilot slowed in trail, dropping their gear and flaps for landing on Runway 36. We rolled to the end and into a sheet of rain, rain that followed us back to the flight line. After scampering through the deluge to the hangar – not cool! – we took a “six-man” photo as the thunderstorm beat up NAS Pensacola.

They invited me to the debrief, another honor. Every military flight ends with a debrief and receiving frank, constructive criticism is a daily occurrence for aviators, but the Blues take it to a higher level. Constructive criticism was delivered among the teammates and in no uncertain terms; even Elwood received his share. While fleet Commanding Officers are debriefed by juniors on their flight performance, I was taken aback.  There was no sugar coating, and each pilot raised his hand and admitted a shortcoming on that flight that they would fix. Another friend who served on the team said you must put on your big-boy pants and take it. These transgressions were transparent to me, but they detected them in themselves and each other and did not ignore them.

Once the debrief ended I showed them the newest fleet gizmo, the Anvis-9 Night Vision Goggles, which they took turns with as the ready room lights were extinguished. With smiles and handshakes they then bade me farewell…it was after 5pm on a Friday with the big show Saturday but they remained behind to pick the new demo pilots for the 1999 team.

The maintenance crew was all there, and despite their friendly smiles I knew why – me! I quickly filed my flight plan and started up. My plan was to wait till sunset to rendezvous with an Air Force KC-135 tanker over the Atlantic that my squadron arranged for night in-flight refueling practice. I saluted good-bye and taxied to the hold-short line where I sat at idle power for 45 minutes as the sun lowered. Timing it, I took off early and conserved fuel over north Florida enroute to the tanker off Jacksonville, as planned.

Driving home I reflected on the experience. What an unforgettable day, amid friends, with can-do professionals delivering a precision performance, exhilarating and fun. Everyone was terrific and could not have been nicer. Each Blue Angel I’ve ever known, from pilot to support crew, is friendly and personable, with self-deprecating humor and humble appreciation to be part of the team. Simply put, the Blue Angels are good, and know how to have fun.

 

When They Call Your Baby Ugly

On occasion my wife and I will find ourselves in a sidewalk art gallery in a sunny park or outlet mall plaza strolling past booth after booth of paintings, sculptures, photographs, and carvings. People can make things out of almost anything, and while we browse – and sometimes actually break down and buy something – we can marvel at human talent and abilities we  do not possess. The works are awe-inspiring. As children all of us knew we could draw, and we proudly showed our works to anyone who would stop long enough to look. Children receive praise for scribbling, and that praise encourages them to keep at it and get better. Then adolescence happens, and at the other end of that almost none of us can draw or think that we have a shred of talent for art. We become our toughest hyper-critics…and in dark moments can turn green with envy.

I’m guilty of it. A major league baseball player can line a base hit – it is an incredible accomplishment just to be able to step into a major league batter’s box – and then be picked off base. “What an idiot!” I’ll cry at the TV as the runner trots back to the dugout with his head down. Now, I never was a major leaguer – never played little league! But as a fan I know a base running mistake when I see one, and as a fan I can boo the player from the safety of my living room or safety of the stands. It’s expected, and players take it from fans who are not qualified to carry their bat bag, etc.

One thing I would never do, even if a stadium usher escorted me to the dugout and then introduced me to the player, is to then call him an idiot to his face. He’s an accomplished professional and here I am in my dad jeans with mustard on  my shirt. I might say, gosh, tough break out there, but was that a curveball you lined to left? Wow, great to meet you. May I please have your autograph, for my son, of course?

We’re safe in the stands, and safe behind the wheel when a less talented driver than we are does something less talented than we would. Yeah, we let them have it, you idiot! knowing deep down that we would be mortified to say something to their faces. Most of us anyway…about 98% of the population by my reckoning.

Which brings us to the internet.

It’s easy to rate things on the internet. I’ve always wondered why five stars is the standard from which to deviate. Why not six, or ten; don’t we like to rank things from one to ten? Regardless, five stars is what we rate restaurants, hotels, and products from grass trimmers to software – and books.

Authors, who in some respects are the kids who pushed through the internal and external attacks of adolescence and take a chance to produce something, knowing that someone is going to reject it, crave reviews of their work. On one hand we want to get better, but deeper down I believe it is natural for an author – artist – to ask a reader or viewer what they think. Did we get it right? Did we connect with you?

Reviews – good reviews – help to sell anything. They are social proof that something is good – or “other.” We give greater weight to a review by a total stranger than one from anyone close to us; Jesus talks about his aspect of human nature in the Bible.

Peter Reed – a reader from Australia whom I do not know – wrote the first review for Raven One. It was four stars, and instead of thanking him I asked (in the comments) what would it take to earn five. That was a mistake and my publisher quickly corrected me. Just accept it, taking the good with the bad (or vice versa). (Thank you, Peter, glad you enjoyed it.)

Sometimes reviewers are effuse with praise – and give four stars. Other times a terse “good read” comment is accompanied by five stars. Sometimes reviewers are upset with the E-reader software and give one star with no comments about the quality, good or other, of the story. For the most part, however, readers that are motivated to review are kind and encouraging, even where they see shortfalls. Comparing the numbers of reviews to numbers of units sold/downloaded, I’ve found that about 2-3% of my readers take the time to leave a review.

Reviewers on Amazon and Goodreads are, for the most part, amateur book reviewers. That said, they are readers and customers, and their comments influence the buying decisions of others…and we are not even talking about how Amazon bots treat reviews and put products in front of potential buyers. As a writer, and maybe a writer with my background, I respect the trends gleaned from reviews. If a sidewalk art show artist heard a passerby say that he or she thought there were too many brush strokes used in a painting or they preferred oil to acrylic or watercolor, I think the artist would just smile and ignore them. When I receive similar constructive criticism about placement and numbers of words, I’ll listen. The scouting report on me? Too technical. That said, readers appear to love the authenticity and realism my story immersion provides, and stay with my epics till the end. As writer I must cater to my audience in the techno-thriller genre. Sure, I welcome all readers and for less than five bucks one can take a chance and try something new. My job then and always is to keep the reader turning the pages to see what happens next. (After Raven One, I cracked the jargon back about a quarter turn.)

Should a writer (service provider? manufacturer?) respond to reviewers? As a writer, I believe no. Maybe I should, but being human it would be a challenge to thank a reviewer who just threw a flaming one-star javelin into my computer screen. I do appreciate all reviews submitted; I’ll just say thank you here or if you contact me. However , there are exceptions when the reviews are especially kind and poignant, or when they are exceptionally cruel and personal and have their facts wrong. The internet has a way of bringing out the worst in us; 99% of the time we writers should just ignore it and drive on. Me personally? My book reviewer average is pretty much 4.99 stars, but I was always a Santa!

Thank you, readers and reviewers. Your reviews encourage and refine; all businesses and organizations crave feedback and for this writer it is no different. That said, I’ll keep writing the books I want to write, offering them for you to read and to comment on their quality, focus on the positive, and stay true to myself.

 

Patriot Games

WJXT Sports Director Sam Kouvaris has been a fixture in the Jacksonville sports scene for over 35 years. With Tom and Deb, and George with the weather, Sam and the Channel 4 anchor team were familiar and friendly faces at 6 and 11pm. Pre-ESPN sports junkie viewers like myself enjoyed Sam’s commentary on the sports news of the day. More than just reading scores, he gave insight and even meaning to the “human drama of athletic competition.” With nearby Daytona, Sawgrass, and Gainesville and Tallahassee in their football heydays, Sam was conversant in everything sports and well connected.

In late 1992 naval aviation in general and carrier aviation in particular was reeling. The Tailhook scandal raged, and senior aviators played rope-a-dope, waiting for the media, political, and even intra-service pummeling to pass. It was also during this time that the resurgent Dallas Cowboys were marching to the Super Bowl, and the “America’s Team” hype was back. We at Cecil Field were America’s Team, but how to convey that? Movies like TOPGUN and shows like Supercarrier didn’t help matters, and my neighbors in Jacksonville would see a Hornet high overhead but have no idea how they were flown or why. So I opened the yellow pages and got the address for WJXT, then wrote a letter, in longhand, to Sam Kouvaris and invited him to go on a training hop with us. Then I mailed it, with a postage stamp. Two weeks later he called.

We chatted about doing a story on my squadron, the VFA-131 Wildcats, and how we trained. Sam was a bagger from way back; flying with the Blue Angels is something media personalities around the country do on a weekly basis, but bagging a carrier landing off the coast with my friend Brillo at the controls of a two-seat Hornet is more than most reporters get. Sam said sure, if you can swing it, I’m game. He played it cool…inside he must have been thinking are you kidding me! Hell yeah I want to go on a training hop!

So, prepared to ask forgiveness as I did throughout my career, I pitched it to my CO, Hawk. My vision was an air wing practice strike; Hornets and Vikings from Cecil, Tomcats, E-2’s and A-6’s from Norfolk, Marine EA-6B jammers from Cherry Point, all refueled by Air Force KC-10’s from North Carolina. We’d have the 125th Fighter Wing from Jacksonville, flying F-16s at the time, oppose us as we would fight our way into Pinecastle, bomb it, and then fight our way back out. And, ah, oh yeah, Skipper…I invited Sam Kouvaris to ride along. Yes, sir, the reporter.

Hawk was all for it, and I got to work coordinating it, again with good old fashioned phone calls, paper and pen. Time on target; 30 April 1993.

Sam got his medical and seat check updated, and in the months running up to it I mailed letters explaining what we were doing – deep background – and described a typical training hop that we flew daily to the local practice targets or over the ocean as pre-game warm up drills. The practice strike was likened to a college spring game football scrimmage, and training and learning never ended. Sam and his cameraman Kevin, who has been with him for three decades, came out to Cecil and we showed them around the squadron and put them in the simulator. They spoke to the sailors – the pit crew – and many of them were on the broadcast, with Senior Chief Murchison and Chief Langham featured. They asked questions about flying. I think it was Kevin who asked me if it was possible to fly under the Main Street Bridge or some such thing. I replied that you can do anything once. Sam tells me that quote lives on in the TV-4 newsroom.

Beaner took the reins of the Wildcats and together we brought this project to the Wing Commodore, Spock. Now early 1993, Navy was dealing with the increased budget pressures of a new administration to the already Draconian “peace dividend,” plus the distraction of the “gays in the military” issue which became Don’t Ask, Don’t Tell. The Tailhook fallout continued. In this high-threat battle space everyone was gun-shy, and my project had a low positive benefit and a very high negative if it went south.

Spock liked it, but was concerned about a civilian in the middle of a practice strike formation, regardless of the risk-management measures we applied to it. I would lead a two-plane “section” to the Pinecastle target complex with Sam flying with a VFA-106 instructor. After I bombed and strafed, we’d go out to the area and meet up with a Topcat S-3 for tanking practice. So it is written, so it shall be done.

On 29 April Burner and I, with Sam in Burner’s trunk and armed with an 8mm camera, took off for Pinecastle. I’m not sure if formation dive deliveries are done anymore, (guess I could find out!) but in the video Burner is flying formation on me as we overbank and pull down to the target. Sam is not used to this, and must hold the camera on me; once my bomb comes off you can sense him fighting the sudden g force as Burner follows me on the pull off. The strafing clip is excellent, with Burner stabilized right there. That’s the sound of my 20mm cannon on the video, unedited, coming through the Plexiglas canopy from 300 feet away – cool!

Everyone loves their jargon, and Sam stopped me once after I referred to “filming.” We don’t film, we tape, get it right! So we flew over Daytona and over the Atlantic where I demo-ed in-flight refueling as Sam taped with Burner flying form. After some intercepts we flew over the city and into the break at Cecil. That afternoon, Air Wing Seven squadrons arrived from Norfolk, as did the Marine Prowlers.

April 30, 1993 was a severe clear day in Jacksonville – one less variable! – and we briefed this gorilla. It had 8 of us Wildcats and 8 Gunstars from our sister squadron. Two divisions of Dakota and Dog F-14’s and four Blue Blaster A-6’s, plus E-2s from the Bluetails, and the Marine EA-6Bs. Roles were assigned and fuel was allocated, as were take off and target times. The guys that helped me plan it flew it; you’ll see my roommate Bullet (who remains on active duty, and yes, we called him Bullet then) who was alternate lead, with Comet, who later became the Commodore, Box, Tails, Gucci, Possum, Smack and Bags. There’s Biff, of whom Rick Reilly told his Sports Illustrated readers to run from, and Durt who survived a night in the gulf and took it all in stride. Smurf, and Leo – what a great guy Leo was. Air Wing Seven’s call sign was Freedom, as it is today.

Walking to the jet I was pumped, and Bullet slapped me on the back; “Freedom freakin’ Lead!” The size of the strike didn’t really hit me until on the taxiway and seeing all the Toms and Intruders – uncommon to Cecil – taxi into position. Game time.

We joined on the KC-10’s off Savannah, got our gas, and then pushed south. Every mile and minute is structured, but you must be ready for what-if pop-ups. You, listen, monitor, decide, and talk only when required. The Vipers intercepted us and the sweep Tomcats and Hornets dealt with them. About 16 of us pressed down to Pinecastle, going feet-dry over Ormond Beach and rolled in from a high dive, a tactic passed down from our ancestors.

We flew back out the way we came, then knocked it off. Sam and Kevin met me at the flight line and I didn’t spike the ball, acting as if we’d been in the end-zone before. You know, the image-is-everything routine. He prompted me to show some emotion, c’mon, man! Guess I needed Crash Davis to coach me up on post-game media interviews.

They then got to work editing, and decided to call it Patriot Games, after a recent title of another best-selling techno-thriller from a remarkable new novelist.

Two weeks later Channel 4 aired the story over two nights, in reverse order of how the events occurred. Lites, then the Gunstar Commanding Officer and no stranger to squadron press coverage, laughed as he bowed down to me in mock supplication; you win, you win!

Bullet soon departed for Pentagon shore duty, and months later told me he had seen the clip in a Public Affairs briefing of what Navy needed more of.

Sam, with Kevin alongside, serves ably at Channel 4, delivering a first class broadcast night after night in a town he loves and where he raised his fine family. The local P-3 and Seahawk guys got with the program, and Sam has flown with them too. He is a loyal advocate of naval aviation, and cites his experiences with us as the highlight of his career. Check out his unforgettable Rampager Change of Command speech sometime.

He said people would often ask him if he was a pilot, and he was tired of saying no. He did something about it, and today is an instrument and multi-engine rated general aviation pilot. Me, I just write about flying.

Hope you all enjoy watching Patriot Games, which was taped 25 years ago this week.

 

 

Just a sec