The Past Through Tomorrow (75 page)

Or perhaps, just possibly, it was a real escape—if I could exploit it. Either way, I was neither ready to be caught again, nor to lead them to my brethren—nor to die. I had an important message (I told myself); I was too busy to oblige them by dying just now.

I flipped the ship’s commer to the police & traffic frequency and listened. There was some argument going on between the Denver port and a transport in the air but no one as yet was shouting for me to ground or get my pants shot off. Later perhaps—I left it switched on and thought.

The dead-reckoner showed me some seventy-five miles from Denver and headed north of west; I was surprised to see that I had been in the air less than ten minutes…so hopped up with adrenalin, no doubt, that my time sense was distorted. The ram-jet tanks were nearly full; I had nearly ten hours and six thousand miles at economy cruising—but of course at that speed they could almost throw rocks at me.

A plan, silly and perhaps impossible and certainly born of desperation but even so better than no plan at all, was beginning to form in my brain. I consulted the great-circle indicator and set a course for the Republic of Hawaii; my baby nosed herself slightly south of west. Then I turned to the fuel-speed-distance gnomograph and roughed a problem—3100 miles about, at around 800 mph, ending with dry tanks and depending on rocket juice and the nose units to cushion a cold-jet landing. Risky.

Not that I cared. Somewhere below me, shortly after I set the autopilot on the indicated course and speed, analyzers in the cybernetwork would be telling their human operators that I was attempting to escape to the Free State of Hawaii, on such a course, such an altitude, and at max speed for that range…and that I would pass over the Pacific coast between San Francisco and Monterey in sixty-odd minutes unless intercepted. But interception was certain. Even if they were still playing with me, cat and mouse, ground-to-air snarlers would rise up from the Sacramento Valley. If they missed (most unlikely!), manned ships as fast or faster than my baby, with full tanks and no need to conserve radius, would be waiting at altitude at the coast. I had no hope of running that gauntlet.

Nor did I intend to. I
wanted
them to destroy the little honey I was pushing, destroy her completely and in the air—because I had no intention of being aboard when it happened.

Operation Chucklehead, phase two: how to get out of the durn thing! Leaving a jet plane in powered flight has all been figured out by careful engineers; you slap the jetison lever and pray; the rest is done for you. The survival capsule closes down on you and seals, then the capsule with you in it is shot clear of the ship. In due course, at proper pressure and terminal air speed, the drogue is fired; it pulls your chute open, and there you are, floating comfortably toward God’s good earth, with your emergency oxygen bottle for company.

There is only one hitch: both the capsule and the abandoned ship start sending out radio signals, dots for the capsule, dashes for the ship, and, for good measure, the capsule has a built-in radar-beacon.

The whole thing is about as inconspicuous as a cow in church.

I sat there chewing my thumb and staring out ahead. It seemed to me that the yonder was looking even wilder and bluer than usual—my own mood, no doubt, for I knew that thirteen ground miles were slipping out from under me each minute and that it was high time for me to find my hat and go home. Of course, there was a door right alongside me; I could strap on a chute and leave. But you can’t open a door in a ram-jet plane in powered flight; nor do you jettison it—to do so will cause the plane to behave like a kicked pup. Nor is an eight-hundred-mile-an-hour breeze to be ignored even at 60,000 feet; I’d be sliced like butter on the door frame.

The answer depended on how good an autopilot this buggy had. The better robopilots could do everything but sing hymns; some of the cheaper ones could hold course, speed, and altitude but there their talents ended. In particular I wanted to know whether or not this autopilot had an emergency circuit to deal with a case of “fire out,” for I intended to stop the ship, step out, and let the ship continue on in the direction of Hawaii by itself—if it could.

A ram jet won’t operate at all except at high speed; that’s why ram ships have rocket power as well, else they could never take off. If you drop below the critical speed of your jet engines your fire goes out, then you must start it again, either by rocket power or by diving to gain speed. It is a touchy business and a number of ram-jet pilots have been gathered to their heavenly reward through an unexpected case of “fire out.”

My earlier experience with the courier
Sparrow Hawk
told me nothing, as you don’t use autopilots in sky polo. Believe me, you don’t. So I looked for the instruction manual in the glove compartment, failed to find it, then looked over the pilot itself. The data plate failed to say. No doubt, with a screw driver and plenty of time, I could have opened it, worried out the circuits and determined the fact—say in about a day and a half; those autopilots are a mass of transistors and spaghetti.

So I pulled the personal chute out of its breakaway clips and started shrugging my way into it while sighing, “Pal, I
hope
you have the necessary gimmick built into your circuits.” The autopilot didn’t answer, though I wouldn’t have been much surprised if it had. Then I squeezed back into place and proceeded to override the autopilot manually. I didn’t have too much time; I was already over the Deseret basin and I could see the setting sun glinting on the waters of the Great Salt Lake ahead and to the right.

First I took her down some, because 60,000 feet is thin and chilly—too little partial pressure of oxygen for the human lung. Then I started up in a gentle curving climb that would neither tear her wings off nor gee me into a blackout. I had to take her fairly high, because I intended to cut out the rocket motors entirely and force my best girl to light her stovepipes by diving for speed, it being my intention to go into a vertical stall, which would create “fire out”—and get off in a hurry at that point. For obvious reasons I did not want the rocket motors to cut loose just as I was trying to say good-by.

I kept curving her up until I was lying on my back with the earth behind me and sky ahead. I nursed it along, throttling her down, with the intention of stalling with the fire dead at thirty thousand feet—still thin but within jumping distance of breathable air and still high enough to give my lady a chance to go into her dive without cracking up on the Utah plateau. At about 28,000 I got that silly, helpless feeling you get when the controls go mushy and won’t bite. Suddenly a light flashed red on the instrument board and both fires were out. It was time to leave.

I almost forgot the seat bottle. I was still stuffing the mouthpiece between my teeth and snapping the nosepiece over my nose while I was trying with the other hand to get the door open—all of this greatly impeded by the fact that the ship and I together were effectively in free fall; the slight air drag at the top of the stall trajectory made me weigh a few ounces, no more.

The door would not open. I finally remembered to slap the spill valve, then it came open and I was almost snatched outside. I hung there for a second or two, while the ground spun crazily overhead, then the door slammed shut and latched—and I shoved myself away from the plane. I didn’t jump—we were falling together, I shoved.

I may have banged my head against a wing. In any case there is a short blank in my memory before I found myself sitting on space about twenty-five yards from the ship. She was spinning slowly and earth and sky were revolving lazily around me. There was a thin cold wind as I fell but I was not yet aware of the cold. We stayed pretty well together for a few moments—or hours; time had stopped—then the ship straightened out into a dive and pulled away from me.

I tried to follow her down by eye and became aware of the icy wind of my fall. My eyes hurt and I remembered something I had read about frozen eyeballs; I covered them with both hands. It helped a lot.

Suddenly I became frightened, panicky at the thought that I had delayed the jump too long and was about to smash into the desert floor. I uncovered my eyes and sneaked a look.

No, the ground was still a long way off, two or three miles perhaps. My guess was not worth much as it was already dark down there. I tried to catch sight of the ship, could not see it, then suddenly spotted it as her fires came on. I risked frozen eyes and watched, exultation in my heart. The autopilot did indeed have built into it the emergency circuit for “fire out” and everything was proceeding according to plan. The little sweetheart leveled off, headed west on course, and began to climb for the altitude she had been told to use. I sent a prayer after her that she would win through and end up in the clean Pacific, rather than be shot down.

I watched her glowing tailpipes out of sight while I continued to fall.

The triumph of my little ship had made me forget to be scared. I had known when I bailed out that it would have to be a delayed jump. My own body, in leaving the ship, would make a secondary blip on the screen of anything tracking the ship; my only hope of convincing the trackers that what they had witnessed was a real emergency—“fire out”—lay in getting away from the ship quickly and then in not being spotted on the way down. That meant that I must fall rapidly right out of the picture and not pull the rip cord until I was close to the ground, in visual darkness and in ground radar shadow.

But I had never made a delayed jump before; in fact I had jumped only twice, the two easy practice jumps under a jumpmaster which are required of every cadet in order to graduate. I wasn’t especially uncomfortable as long as I kept my eyes closed, but I began to get a truly overpowering urge to pull that rip cord. My hand went to the handle and gripped it. I told myself to let go but I couldn’t make myself do it. I was still much too high, dead sure to be spotted if I broke out that great conspicuous bumbershoot and floated down the rest of the way.

I had intended to rip the chute out somewhere between one thousand and five hundred feet above ground, but my nerve played out and I couldn’t wait that long. There was a large town almost under me—Provo, Utah, by what I remembered of the situation from higher up. I convinced myself that I had to pull the rip cord to keep from landing right in the city.

I remembered just in time to remove the oxygen face piece, thereby avoiding a mouthful of broken teeth most likely, for I had never gotten around to strapping the bottle to me; I had been holding it in my left hand all the way down. I suppose I could have taken time even then to secure it, but what I did was to throw it in the general direction of a farm, hoping that it would land on plowed ground rather than on some honest citizen’s skull. Then I pulled the handle.

For the horrible split second I thought that I had a faultily-packed chute. Then it opened and knocked me out—or I fainted with fright. I came to, hanging in the harness with the ground swinging and turning slowly beneath me. I was still too high up and I seemed to be floating toward the lights of Provo. So I took a deep breath—real air tasted good after the canned stuff—gathered a double handful of shrouds and spilled some wind.

I came down fast then and managed to let go just in time to get full support for the landing. I couldn’t see the ground well in the evening darkness but I knew it was close; I gathered up my knees just as it says in the manual, then took it rather unexpectedly, stumbling, falling, and getting tangled in the chute. It is supposed to be equal to a fourteen-foot free jump; all I can say is it seems like more.

Then I was sitting on my tail in a field of sugar beets, and rubbing my left ankle.

Spies always bury their parachutes so I suppose I should have buried mine. But I didn’t feel up to it and I didn’t have any tools; I stuffed it into a culvert I found running under the road that edged the field, then started slogging that road toward the lights of Provo. My nose and right ear had been bleeding and the blood was dry on my face; I was covered with dirt, I had split my trousers, my hat was the Lord knows where—Denver, maybe, or over Nevada—, my left ankle seemed slightly sprained, my right hand was badly skinned, and I had had a childish accident. I felt swell.

I could hardly keep from whistling as I walked, I felt so good. Sure, I was still hunted, but the Prophet’s proctors thought I was still high in the sky and headed for Hawaii. At least I hoped they believed that and, in any case, I was still free, alive, and reasonably intact. If one has to be hunted, Utah was a better place for it than most; it had been a center of heresy and schism ever since the suppression of the Mormon church, back in the days of the First Prophet. If I could keep out of the direct sight of the Prophet’s police, it was unlikely that any of the natives would turn me in.

Nevertheless I lay flat in the ditch every time a truck or a ground car came along and I left the road and took to the fields again before it entered the city proper. I swung wide and entered by a dimly lighted side street. It lacked two hours of curfew; I needed to carry out the first part of my plan before the night patrol took to the streets.

I wandered around dark residential streets and avoided any direct encounters with people for most of an hour before finding what I wanted—some sort of a flier I could steal. It turned out to be a Ford family skycar, parked in a vacant lot. The house next to it was dark.

I sneaked up to it, keeping to the shadows, and broke my penknife jimmying the door—but I got it open. The ignition was locked, but I had not expected that sort of luck twice. I had had an extremely practical education at taxpayers’ expense which included detailed knowledge of I.C. engines, and this time there was no hurry; it took me twenty minutes, working in the dark, to short around the lock.

After a quick reconnoitre of the street I got in and started the electric auxiliary and glided quietly into the street, then rounded a corner before turning on the car’s lights. Then I drove away as openly as a farmer returning from prayer meeting in town. Nevertheless I was afraid of running into a police check point at the city limits, so as soon as the houses thinned out I ran the car into the first open field and went on well away from the road—then unexpectedly dropped a front wheel into an irrigation ditch. That determined my take-off point.