Hypersonic Thunder: A Novel of the Jet Age (4 page)

In the cockpit of the glittering white Concorde, John Farley nodded to Andy Jones to take control. Farley had just done a series of high-speed maneuvers that brought the crowd to its feet, flying the Concorde more like a fighter than a supersonic passenger plane, turning in steep banks, rolling from side to side, and pulling up in startling climbs. Now it was Jones’s turn to dazzle the crowd—and more importantly, the airline executives—with the Concorde’s repertoire of low-speed maneuvers.

Tupolev nudged Kozlov with his elbow.

“Here they come again. Whatever they do, we have to do better.”

The nudge triggered Kozlov’s anger and, spitting, he said, “We! Let’s get your ass into the cockpit if we’re going to say ‘we.’ It will be me and my boys putting our lives on the line, and you’ll be down here bowing like a ballerina.”

The two men’s anger had reached a peak yesterday evening when one of Tupolev’s pet projects was finally implemented. Political observers from Moscow had given Alexei a severe tongue-lashing after the Concorde’s demonstration of superior maneuverability. In response, Tupolev authorized a quick-fix wiring change that would override the built-in restrictions of the Tu-144’s auto-stabilization computers.

Normally, the auto-stabilization system prevented a pilot from exceeding the aircraft’s maneuvering limits, a prudent safeguard that protected against sudden, unexpected control movements.

Kozlov had screamed, “We’ve practiced this fucking air show routine for six months, and now you are going to change it because some KGB ass complains?”

“No, I’m changing because I know it’s best for the airplane. It will allow you to make tighter turns at higher speeds—if you’ve got the balls for it. We’ll change it back when it goes into passenger service.”

Kozlov had walked out rather than run the risk of striking Tupolev. It was insane to fly with a change that had not been tested. The man had no idea what the consequences might be. He was maneuvering the Tu-144 at its limits now, particularly given its terrible visibility. You could barely see out of the tiny cockpit windows in level flight. In a steep climb he could see nothing, he had to do it all on instruments—no way to fly an air show.

Tupolev and his engineers had quickly rewired the auto-stabilizer to allow the Tu-144 to turn tighter and climb more steeply without
overriding the pilot at the controls. It would not be safe for an ordinary airline pilot, but despite his dislike for Kozlov as a person, Tupolev respected him as a pilot and believed—knew—he could handle it.

Now they stood together silently as the huge Concorde seemed to crawl down the runway, nose high, fifty feet off the ground, rocking its wings and dipping its nose as if it were waltzing instead of flying. Then Jones slammed the throttles forward; the afterburners kicked in with huge belches of flame and a tidal wave of noise that flattened the grass, sending the Concorde up in a tight climbing turn that made the crowd go silent, certain that they were about to witness a stall, spin, and crash.

Instead, Jones pulled up to six thousand feet to begin the last twelve minutes of his routine.

Tupolev said, “You can do better at low speed. Our engines are more powerful, and the canards give you more control. Take it to the limits.”

Kozlov said nothing, but bounded up the ladder into the Tu-144’s cockpit like a sailor climbing rigging, knowing that his longtime friend and copilot, Sergei Blagin, would have everything ready to roll.

Alexei Tupolev watched, angered by Kozlov’s shortsightedness. He had not always been that way. This, the second production model of the Tu-144, had hundreds of changes from the prototype, and Kozlov had approved all of them—except those from last night.

The Tu-144 was bigger now, it could carry 140 passengers, it had more wing area, it was improved in every way, and it was all due to Alexei. His blessed father, Andrei, had been ill for some time before his death last year. Since then, Alexei made all of the thousands of decisions, big and small, that had transformed the limping prototype into this magnificent airplane.

Kozlov, like so many others, never had the allegiance to Alexei that he held for his father. It was frustrating, unfair, uncalled for. The airplane that Kozlov was now taxiing out to the runway was Alexei’s design, and no one else could claim it.

Inside the cockpit, Kozlov listened to Blagin repeat the tower’s instructions. It wasn’t easy—the big Kuznetsov engines hammered through the cockpit in a waterfall of noise. He wondered how the four engineers in the passenger section could take it. Something had to be done before the plane went into regular service. No one could bear that
noise on a long flight. Oddly enough, on the ground, the Tupolev’s engines made less noise than those of the Concorde, a point all the reporters talked about.

Kozlov responded quietly to Blagin’s recitation of the checklist, his hands moving swiftly and exactly to each switch or control. What a great copilot Blagin was! He had everything ready, and even though he too was upset by Tupolev’s latest changes, he maintained his usual good humor.

Lightly loaded, the Tu-144 accelerated swiftly as Kozlov advanced the throttles. Alexei Tupolev watched with pride as the afterburners kicked in and the beautiful transport launched into a steep turning climb that exceeded the Concorde’s speed and angle of bank.

After three tight 360-degree turns, Kozlov brought the Tu-144 down low and fast in what he called his “worm burner” routine, racing along the centerline of runway 06, pushing the aircraft to near sonic speeds, then pulling up in another hair-raising climb that once again drew the spectators to their feet. Even Tupolev was concerned; Kozlov was giving him more than he had asked for. It was clear that the unleashed Tu-144 was far more maneuverable than the Concorde.

In a descending turn, Kozlov called for gear extension and flaps as he slowed the SST, feeding in the trim as the airspeed bled down. Out of the corner of his eye he could see Blagin looking at him nervously, his gloved hand ready to push the throttles forward to pour on the power if needed.

As the Tu-144 came across the runway, Kozlov added power to stabilize the airplane in nose-high flight, just above touchdown speed.

Midway down the runway, standing a hundred meters off to the left, Tupolev stood mouth ajar, watching his masterpiece approach at a crawl, thinking only,
Thank God it’s Kozlov flying—no one else could do that.

Seconds later Kozlov jammed the throttles forward into afterburner and the Tu-144 bounded into a tight climbing turn, turning faster and climbing at a steeper attitude than anything the Concorde had done—or could do.

Still turning at one thousand meters, Kozlov peered out of the tiny windscreen to see a French Mirage fighter on a collision course. Cursing, he dumped the Tu-144’s nose. The auto-stabilization computer would ordinarily have limited the dive to at most a negative one G; instead the
nose plunged down almost vertically. Kozlov instinctively heaved back on the yoke, the forward canards failed, and the right wing snapped off in a fiery explosion. Kozlov fought with the now-useless controls for the last few seconds of his life, cursing Tupolev for the stupid changes that were killing him.

The big SST broke apart as it fell, separating into incandescent chunks of wing, engines, and fuselage that rained on the village of Goussainville, engulfing homes in a deluge of flaming fuel.

Tupolev and the still-silent crowd watched the twenty-second drama climax as parts from the transport continued to fall, spreading the rain of fire and debris. There was no need for an accident investigation. He knew in his heart that he was at fault. The rewired auto-stabilization unit had caused the breakup. Six men dead in the airplane, and God only knew how many more on the ground. And all his fault, his fault alone. He should have listened to Kozlov.

He wondered if his father was watching down. He hoped not.

CHAPTER TWO

THE PASSING PARADE
: Oil prices force 55mph speed limit; Symbionese Liberation Army captures, influences Patty Hearst; Watergate scandal flourishes; Peter Benchley’s
Jaws
published; Solzhenitsyn exiled for
The Gulag Archipelago
; Palestine terrorists kill 21 schoolchildren; Isabel Perón rules in Argentina; President Nixon resigns; Haile Selassie overthrown in Ethiopia; President Ford pardons Nixon;
Upstairs, Downstairs
big television hit; Jimmy Connors, Chris Evert tops in tennis.

February 2, 1974
Edwards Air Force Base, California

S
unk deep in thought, Bob Rodriquez sat hunched in the back of the dusty staff car, worrying about today’s flight. So much depended on it; for him, for his company, but even more so, for Steve O’Malley, whose career was riding on its success or failure.

As they rumbled along at the prescribed fifteen miles per hour ramp speed, they passed an almost complete catalog of Air Force aircraft—bombers, fighters, transports, helicopters—spotted along the Edwards ramp. Most of them were sitting idle, some with panels off or engine bays open, with a few attended by ground crews preparing them for today’s tests. His particular interest, General Dynamics’s new YF-16, was still in the hangar, waiting for its first official flight.

Rodriquez knew that the test pilot, Phil Oestricher, was already there, making the minute preflight inspection that he always conducted,
talking quietly with the GD mechanics who had inspected everything twice already, but understood Phil’s interest and had no objection to their work being so intently surveyed. O’Malley would be walking right behind him, double-checking the double check.

“Jesus!”

The startled driver glanced back in the mirror to see Rodriquez slapping his forehead.

“You OK, Mr. Rodriquez?”

“Sorry, I’m just such a jerk! I promised to call my ex-wife last night and I forgot to.”

The driver shrugged. Everybody was an idiot if this was all it took.

“You can call from the hangar, can’t you?”

“No, not now, too late, she’s on her way to New York. Maybe I can catch her tonight.”

He continued to flagellate himself in the usual manner, knowing that things like this were the very reason that his beloved wife Mae was divorcing him. Who wouldn’t divorce an insensitive clod like him?

As he neared the huge hangar, he began to reflect on O’Malley and his presence here today. Instead of being on the line at Edwards, O’Malley was supposed to be on the Hill, flogging the GPS program, doing the hard-sell work he hated, visiting congressional staffers, reminding them of the program’s possibilities, but, more important, pointing out to them how many jobs it would create in their congressman’s district. That was the critical element; the staffers wanted their man reelected, to protect their own jobs, and that meant getting votes. The only real way to get votes was to demonstrate that the congressman was serving his district well when it came to the pork being dispensed from Washington.

Nobody knew this better than O’Malley’s boss, General Richard V. Wyatt, the Vice Chief of Staff. Wyatt had been a strong opponent of O’Malley’s last crusade, the so-called low cost fighter that had led to the YF-16. He had resented O’Malley’s unorthodox—but successful—advocacy of the concept. Wanting to keep O’Malley firmly out of the airplane acquisition business, Wyatt had set up a special office in the Pentagon, with O’Malley reporting directly to him. This had benefited Rodriquez, for O’Malley was as effective working on the GPS program as he had been on the lightweight fighter, as it was now being called. The name had changed as costs had risen.

But everyone knew what the new assignment meant. O’Malley had raised so much hell about getting a lightweight fighter that Wyatt was determined to see that he was never promoted again. Ironically, if O’Malley had failed, if no lightweight fighter had come into being, his previous record would have made his promotion to brigadier general certain within the year.

The hangar doors were open now, and a tug was pulling the gleaming YF-16 out. Rodriquez saw Oestricher in the cockpit, with O’Malley walking along at the wing tip, making sure that it cleared the hangar doors that were at least forty feet away. Oestricher’s head was down in the cockpit. An image came to Rodriquez of the instrument panel and switches. They were already worn, shining metal gleaming through the paint. It was amazing how quickly an aircraft’s cockpit aged—outside it might look brand-new, gleaming in the sun; inside it was always tattered and torn.

Although Rodriquez had spent many hours working on this very sophisticated aircraft, he never tired of looking at it. The YF-16 had an exotic beauty, with its sensuous blended wing-body design. The wing itself had a computer-controlled variable camber that combined with flaperons to take full advantage of the relaxed stability characteristic. There were other advances as well, including a wing strake on the forebody that generated a vortex lift.

Few airplanes embodied so many advances in a single package, and he had a proprietary interest in one of the most important of these, the “relaxed” static stability/fly-by-wire control system. In simpler terms it meant that the YF-16 was deliberately designed to be far more unstable than previous aircraft, a factor that, when controlled by computers, gave it an unparalleled maneuverability. The fly-by-wire system was distrusted by many, but years of experiments made Rodriquez sure that it was the system of the future. As multiple computers were introduced into new designs, it became essential to take the fly-by-wire approach.

Rodriquez had seen the YF-16’s competition, the Northrop YF-17. It, too, was a beautiful aircraft, and a worthy competitor. But it used two engines, and that doomed it with the lightweight fighter crowd.

Asking the driver to wait, Rodriquez walked over to O’Malley, shaking his hand and saying, “Man, you shouldn’t be here. Wyatt will skin you alive when you get back.”

“It don’t matter, son, it don’t matter; my ass is grass with Wyatt anyway, and I might as well enjoy my last days in the Air Force.”