W E B Griffin - Corp 03 - Counterattack Page 3

  Naval Aviation Pilots were noncommissioned officers, in other words, enlisted men. Since Aviation was set up with a gen-eral understanding that pilots would be commissioned officers and gentlemen, the Marine Corps had never really figured out how to deal with noncom fliers.

  Enlisted pilots had crept into the system back in the 1920s. The three originals had been aircraft mechanics who had learned how to fly on the job during the Marine intervention in Santo Domingo. The criterion for selection of pilots then, as Charley had heard it, and as he believed, was "anyone who was demonstrably unlikely to crash a nonreplaceable airplane."

  The Marine commander in Santo Domingo had looked at his brand-new, fresh-from-flight-school commissioned pilots and then at his experienced sergeants, and had decided that the very, very nonreplaceable airplanes at his disposal were better off being flown by the sergeants, whether they were officially rated or not.

  The second reason for the existence of "flying sergeants" was money. In the years between the wars, Congress had been parsi-monious toward the armed services, and especially toward the Corps. Officer manning levels were cast in concrete. This meant that every enlisted Naval Aviation Pilot freed up an officer billet for use elsewhere. And, of course, flying sergeants were paid less than officers.

  Charley Galloway had started out as an aviation mechanic, right out of Parris Island, when he was seventeen. Three years later, a space for an NAP had unexpectedly opened at Pensa-cola, and he was the only qualified body around to fill it. On the other hand, he was an enlisted man. Most Naval Aviators (Marine pilots were all Naval Aviators) were commissioned offi-cers and gentlemen, and many of them were graduates of the United States Naval Academy at Annapolis.

  There was an enormous social chasm between commissioned officers and gentlemen and noncommissioned officers, who were, under law, men, and not gentlemen. There was also resentment from the other direction toward flying sergeants from sergeants who didn't fly and who thus didn't get extra pay for what looked to them like a cushy berth.

  Charley Galloway soon learned that about the only people who didn't think Naval Aviation Pilots were an all-around pain in the ass were fellow pilots, who judged NAPs by their flying ability. As a rule of thumb, NAPs were, if anything, slightly more proficient than their commissioned counterparts. In the first place, most of them were older and more experienced than Charley. And most of them had large blocks of bootleg time be-fore they went to Pensacola to learn how to fly officially.

  Charley had developed a good relationship with the pilots of VMF-211 (Marine Fighter Squadron 211), based on his reputa-tion both as a pilot and a responsible noncom. That would go down the toilet in an instant if he came down with a dose of the clap, or got caught visiting a whorehouse or screwing some-body's willing wife. They would take his wings away and he wouldn't fly anymore. It looked to him like a choice between flying and fucking, and flying won hands down.

  But since Friday night, when they'd picked up Big Steve's nurse and her roommate in Honolulu, there seemed to be con-vincing evidence that he could accomplish both.

  "Ouch!" Technical Sergeant Charles M. Galloway yelped. "Jesus Christ!"

  "Sorry," Ensign Mary Agnes O'Malley said contritely. "The last thing in the world I want to do is hurt it." She looked up at him and smiled. She kissed it. "All better!" she said.

  She straddled him.

  The door burst open.

  Big Steve stood there in his skivvy shorts, a strange look on his face.

  "Get the hell out of here!" Charley flared.

  "Well, really! Don't people knock where you come from, for Christ's sake?" Mary Agnes O'Malley snapped.

  "The Japs are bombing Pearl Harbor," Big Steve said. "It just come over the radio."

  "I heard the engines," Charley said. "I thought it was those Air Corps B-17s."

  Charley Galloway sat up, and dislodged Mary Agnes.

  How the hell am I going to fly? he thought. I've been drinking all night.

  And then he had another thought.

  I'll be a sonofabitch! I should have known that the first time I ever got to have a steady piece of ass, something would come along to fuck it up.

  (Three)

  Marine Airfield

  Ewa, Oahu Island, Territory of Hawaii

  7 December 1941

  While everybody else on December 7 was running around Ewa-and for that matter, the Hawaiian Islands-like chickens with their heads cut off, Technical Sergeants Charley Galloway and Stefan "Big Steve" Oblensky had gone to Captain Leonard J. Martin, the ranking officer on the scene, and asked for permis-sion to take a half-dozen men and try to salvage what they could from the carnage of the flight line and the mess in the hangars.

  The reason they had to ask permission, rather than just doing what Captain Martin thought was the logical thing to do in the circumstances, was that some moron in CINCPAC (Commander-in-Chief, Pacific Fleet) at Pearl Harbor had issued an order that aviation units that had lost their aircraft would immediately re-form and prepare to fight as infantry.

  Captain Martin had no doubt that the order applied to VMF-211. After the Japanese had bombed and strafed Ewa, VMF-211 had zero flyable aircraft. And it was possible, if not very likely, that the Japanese would invade Oahu, in which case every man who could carry a rifle would indeed be needed as an infantry-man.

  But it was unlikely, in Captain Martin's judgment, that infan-trymen would be needed that afternoon. In the meantime, it just made good sense to salvage anything that could be salvaged. Captain Martin had been a Marine long enough to believe that replacement aircraft and spare parts-or, for that matter, re-placement mess-kit spoons-would be issued to VMF-211 only after the Navy was sure that aircraft, spare parts, and mess-kit spoons were not needed anywhere else in the Navy.

  It made much more sense to have Galloway and Big Steve try to salvage what they could than to have them forming as infantry. Even if he was absolutely wrong, and Japanese infantry were suddenly to appear, there was nothing Galloway and Ob-lensky could be taught about infantry in the next couple of days that they already didn't know. They were technical sergeants, the second-highest enlisted grade in the Corps, and you didn't get to be a tech sergeant in the Corps unless you knew all about small arms and small-unit infantry tactics.

  And there was a question of morale, too. Big Steve, and especially Charley Galloway, felt guilty-more than guilty, ashamed-about what had happened to VMF-211. Their guilt was unreasonable, but Martin understood their feelings. For one thing, they hadn't been at Ewa when it happened. And by the time they got to Ewa, it was all over. Really all over; even the fires were out and the wounded evacuated.

  Captain Martin knew, unofficially, where Big Steve and Gal-loway were when the Japanese struck. So he didn't have much trouble reading what was behind their eyes when they finally got back to Ewa, still accompanied by their nurse "friends," and saw the destroyed aircraft and the blanket-wrapped bodies of their buddies on the stretchers.

  If we had been here, we could have done something!

  Captain Martin agreed with them. And, he further reasoned, they had to do something that had meaning. Practicing to repel boarders as infantrymen would be pure bullshit to good, experi-enced Marine tech sergeants.

  So Captain Martin told them to go ahead, and to take as many men as they could reasonably use. If they ran into any static, they were to shoot the problem up to him.

  What Technical Sergeants Galloway and Oblensky had not told Captain Martin was that they had already examined the carnage and decided that they could make at least one flyable F4F-4 by salvaging the necessary parts from partially destroyed aircraft and mating them with other not completely destroyed machines.

  It was a practical, professional judgment. T/Sgt. Big Steve Oblensky bid been an aircraft mechanic as far back as Santo Domingo and Nicaragua, and T/Sgt. Charley Galloway had been a mechanic before he'd gone to flight school.

  By sunset, Captain Martin saw that they had found tenting somewhere, erected a makeshif
t, reasonably lightproof work bay, and moved one of the least damaged F4F-4s into it. Over the next week they cannibalized parts from other wrecks. Then there was the sound of air compressors and the bright flame of welding torches; and finally the sound of the twelve hundred horses of a Pratt & Whitney R-1830 Twin Wasp being run up.

  But Captain Martin was surprised to discover what Big Steve and Charley had salvaged. By December 15, the engine he had heard run up was attached to a patched-together but complete and flyable F4F-4 Wildcat fuselage.

  "That doesn't exist, you know," Captain Martin said. "All the aircraft on the station have been surveyed and found to be destroyed."

  "I want to take it out to the Saratoga," Charley Galloway said.

  "Sara's in `Dago, Galloway," Captain Martin said. "What are you talking about?"

  "Sara's in Pearl. Sometime today, she's going to put out to reinforce Wake. Sara, and the Astoria and the Minneapolis and the San Francisco. And the 4th Defense Battalion, on board the Tangier. They're calling it Task Force 14."

  Martin hadn't heard about that, at least in such detail, but there was no doubt that Galloway and Oblensky knew what they were talking about. Old-time sergeants had their own channels of information.

  "That airplane can't be flown until it's been surveyed again and taken through an inspection."

  "Skipper, if we did that, the Navy would take it away from us," Oblensky argued. "The squadron is down to two planes on Wake. They need that airplane."

  "If Sara is sailing today, there's just no time to get permission for something like that."

  "So we do it without permission," Galloway said. "What are they going to do if I show up over her? Order me home?"

  "And what if you can't find her?"

  "I'll find her," Galloway said flatly.

  "If you can't?" Martin repeated.

  "If I have to sit her down in the ocean, the squadron's no worse off than it is now," Galloway said, with a quiet passion. "Captain, we've got to do something."

  "I can't give you permission to do something like that," Mar-tin said. "Christ, I would wind up in Portsmouth. It's crazy, and you know it."

  "Yes, Sir," Oblensky said, and a moment later Galloway par-roted him.

  "But, just as a matter of general information," Captain Mar-tin added, "I've got business at Pearl in the morning, and I won't be able to get back here before 0930 or so."

  He had seen in their eyes that both had realized further argu-ment was useless. And, more important, that they had just dis-missed his objections as irrelevant. Charles Galloway was going to take that F4F-4 Wildcat off from Ewa in the morning, come hell or high water.

  "Thank you, Sir."

  "Good luck, Galloway," Captain Martin said, and walked away.

  (Four)

  Above USS Saratoga (CV.3)

  Task Force 14

  0620 Hours 16 December 1941

  A moment after Charley Galloway spotted the Saratoga five thousand feet below him, she began to turn into the wind. They had spotted the Wildcat, and her captain had issued the order, "Prepare to recover aircraft."

  By that time Sara knew he was coming. Ten minutes after Galloway took off from Ewa, the Navy was informed he was on the way, and was asked to relay that information to the Saratoga. A Navy captain, reflecting that a week before, such idiocy, such blatant disregard for standing orders and flight safety, would have seen those involved thrown out of the service-most likely via the Navy prison at Portsmouth-decided that this wasn't a week ago, it was now, after the Pacific Fleet had suf-fered a disaster, and he ordered a coded message sent to the Sar-atoga to be on the lookout for a Marine F4F-4 believed attempting a rendezvous.

  As the Saratoga turned, so did her screening force, the other ships of Task Force 14. They were the cruisers Minneapolis, As-toria, and San Francisco; nine destroyers; the Neches, a fleet oiler; and the USS Tangier, a seaplane tender pressed into ser-vice as a transport. They had put out from Pearl Harbor at 1600 the previous day.

  Charley retarded his throttle, banked slightly, and pushed the nose of the Wildcat down.

  He thought, That's a bunch of ships and a lot of people making all that effort to recover just one man and one airplane.

  He dropped his eyes to the fuel quantity gauge mounted on the left of the control panel and did the mental arithmetic. He had thirty-five minutes of fuel remaining, give or take a couple of minutes. It was now academic, of course, because he had found Task Force 14 on time and where he believed it would be, but he could not completely dismiss the thought that if he hadn't found it, thirty minutes from now, give or take a few, he would have been floating around on a rubber raft all alone on the wide Pacific. Presuming he could have set it down on the water without killing himself.

  By the time he was down to fifteen hundred feet over the smooth, dark blue Pacific, and headed straight for the Saratoga's bow, she had completed her turn into the wind. Galloway looked down at her deck and saw that she was indeed ready to receive him. He could see faces looking up at him, and he could see that the cables had been raised. And when he glanced at her stern, he could see the Landing Control Officer, his paddles al-ready in hand, waiting to guide him aboard.

  He started to lower his landing gear.

  He did not do so in strict accordance with Paragraph 19.a.(l) of AN 01-190FB-1, which was the U.S. Navy Bureau of Aero-nautics Pilot's Handbook of Flight Operating Instructions for F4F-Series Aircraft. Paragraph 19.a.(l), which Charley Gallo-way knew by heart, said, "Crank down the landing gear." Then came a CAUTION: "Be sure the landing gear is fully down."

  The landing gear on the Wildcat, the newest and hottest and most modern fighter aircraft in the Navy's (and thus the Marine Corps') arsenal, had to be cranked up and down by hand. There was a crank on the right side of the cockpit. It had to be turned no less than twenty-nine times either to release or retract the gear. The mechanical advantage was not great, and to turn it at all, the pilot had to take his right hand from the stick and fly with his left hand while he cranked hard, twenty-nine times, with his right hand.

  Charley Galloway had learned early on-he had become a Naval Aviator three days after he turned twenty-one-that there wasn't room in the cockpit for anyone to come along and see how closely you followed regulations.

  The records of VMF-211 indicated that Charles M. Galloway was currently qualified in F2A-3, F4F-4, R4D, and PBY-5 and PBY-5A aircraft.

  The R4D was the Navy version of the Douglas DC-3, a twin-engined, twenty-one passenger transport, and the PBY-5 was the Consolidated Catalina, a twin-engined seaplane that had started out as sort of a bomber and was now primarily used as a long-range observation and antisubmarine aircraft. The PBY-5 A was the amphibian version of the PBY-5; retractable gear had been fitted to it.

  The Marine Corps had no R4D and PBY-5 aircraft assigned to it; Charley Galloway had learned to fly them when he and some other Marine pilots had been borrowed from the Corps to help the Navy test them, get them ready for service, and ferry them from the factories to their squadrons. He had picked up a lot of time in the R4D, even going through an Army Air Corps course on how to use it to drop parachutists.

  He was therefore, in his judgment, a good and experienced aviator, with close to two thousand hours total time, ten times as much as some of the second lieutenants who had just joined VMF-211 as replacements. He was also, in his own somewhat immodest and so far untested opinion, one hell of a fighter pilot, who had figured out a way to get the goddamned gear down without cranking the goddamned handle until you were blue in the face.

  It involved the physical principle that an object in motion tends to remain in motion, absent restricting forces.

  Charley had learned that if he unlocked the landing gear, then put the Wildcat in a sharp turn, the gear would attempt to con-tinue in the direction it had been going. Phrased simply, when he put the Wildcat in a sharp turn, the landing-gear crank would spin madly of its own volition, and when it was finished spin-ning, the gear would be down. All you had to
do was lock it down. And, of course, remember to keep your hand and arm out of the way of the spinning crank.

  He did so now. The crank spun, the gear went down, and he locked it in place.

  Then, from memory, he went through the landing check-off list: he unlocked the tail wheel; he lowered and locked the arrest-ing hook, which, if things went well, would catch one of several cables stretched across the deck of the Saratoga and bring him to a safe but abrupt halt

  He pulled his goggles down from where they had been resting on the leather helmet, and then slid open and locked the over-the-cockpit canopy.

  He pushed the carburetor air control all the way in to the Di-rect position, retarded the throttle, and set the propeller gover-nor for 2100 rpm. He set the mixture control into Auto Rich, opened the cowl flaps, and lowered the wing flaps.