The Right Stuff Read online

  There were many pilots in their thirties who, to the consternation of their wives, children, mothers, fathers, and employers, volunteered to go active in the reserves and fly in combat in the Korean War. In godforsaken frozen Chosen! But it was simple enough. Half of them were fliers who had trained during the Second World War and had never seen combat. It was well understood—and never said, of course—that no one could reach the top of the pyramid without going into combat.

  The morale of foot soldiers in the Korean War was so bad it actually reached the point where officers were prodding men forward with gun barrels and bayonets. But in the air—it was Fighter Jock Heaven! Using F–86s mainly, the Air Force was producing aces, pilots who had shot down five planes or more, as fast as the Koreans and Chinese could get their Soviet MiG–15s up to fight them. By the time the fighting was stopped, there were thirty-eight Air Force aces, and they had accounted for a total of 299.5 kills. Only fifty-six F–86s were lost. High spirits these lads had. They chronicled their adventures with a good creamy romanticism such as nobody in flying had treated himself to since the days of Lufbery, Frank Luke, and von Richthofen in the First World War. Colonel Harrison R. Thyng, who shot down five MiGs in Korea (and eight German and Japanese planes in the Second World War), glowed like Excalibur when he described his Fourth Fighter-Interceptor Wing: “Like olden knights the F–86 pilots ride up over North Korea to the Yalu River, the sun glinting off silver aircraft, contrails streaming behind, as they challenge the numerically superior enemy to come on up and fight.” Lances and plumes! I’m a knight! Come on up and fight! Why hold back! Knights of the Right Stuff!

  When a pilot named Gus Grissom (whom Conrad, Schirra, Lovell, and the others would meet later on) first went to Korea, the Air Force used to take the F–86 jocks out to the field before dawn, in the dark, in buses, and the pilots who had not been shot at by a MiG in air-to-air combat had to stand up. At first Grissom couldn’t believe it and then he couldn’t bear it—those bastards sitting down were the only ones with the right stuff! The next morning, as they rumbled out there in the dark, he was sitting down. He had gone up north toward the Yalu on the first day and had it out with some howling supersonic Chinee just so he could have a seat on the bus. Even at the level of combat, the main thing was not to be left behind.

  Combat had its own infinite series of tests, and one of the greatest sins was “chattering” or “jabbering” on the radio. The combat frequency was to be kept clear of all but strategically essential messages, and all unenlightening comments were regarded as evidence of funk, of the wrong stuff. A Navy pilot (in legend, at any rate) began shouting, “I’ve got a MiG at zero! A MiG at zero!”—meaning that it had maneuvered in behind him and was locked in on his tail. An irritated voice cut in and said, “Shut up and die like an aviator.” One had to be a Navy pilot to appreciate the final nuance. A good Navy pilot was a real aviator; in the Air Force they merely had pilots and not precisely the proper stuff.

  No, the tests were never-ending. And in the periods between wars a man’s past successes in combat did not necessarily keep him at the top of the heavenly pyramid. By the late 1950’s there was yet another plateau to strive for. On that plateau were men who had flown in combat in the Second World War or Korea and had then gone on to become test pilots in the new age of jet and rocket engines. Not every combat pilot could make the climb. Two of the great aces of the Second World War, Richard I. Bong and Don Gentile, tried it but didn’t have the patience for the job. They only wanted to go up and poke holes in the sky; and presently they were just part of combat history. Of course, by now, thanks to the accident of age, you began to find young men who had reached the exalted level of test pilot without ever having had a chance to fight in combat. One was Pete Conrad, who was just graduating, with the survivors of Group 20, to the status of full-fledged test pilot at Pax River. Like every Navy test pilot, Conrad was proud of Pax River and its reputation. Out loud every true Navy aviator insisted that Pax River was the place … and inwardly knew it really wasn’t. For every military pilot knew where the apex of the great ziggurat was located. You could point it out on a map. The place was Edwards Air Force Base in the high desert 150 miles northeast of Los Angeles. Everyone knew who resided there, too, although their actual status was never put into words. Not only that, everyone knew the name of the individual who ranked foremost in the Olympus, the ace of all the aces, as it were, among the true brothers of the right stuff.

  III.

  Yeager

  Anyone who travels very much on airlines in the United States soon gets to know the voice of the airline pilot … coming over the intercom … with a particular drawl, a particular folksiness, a particular down-home calmness that is so exaggerated it begins to parody itself (nevertheless!—it’s reassuring) … the voice that tells you, as the airliner is caught in thunderheads and goes bolting up and down a thousand feet at a single gulp, to check your seat belts because “it might get a little choppy” … the voice that tells you (on a flight from Phoenix preparing for its final approach into Kennedy Airport, New York, just after dawn): “Now, folks, uh … this is the captain … ummmm … We’ve got a little ol’ red light up here on the control panel that’s tryin’ to tell us that the landin’ gears’re not … uh … lockin’ into position when we lower ’em … Now … I don’t believe that little ol’ red light knows what it’s talkin’ about—I believe it’s that little ol’ red light that iddn’ workin’ right” … faint chuckle, long pause, as if to say, I’m not even sure all this is really worth going into—still, it may amuse you … “But … I guess to play it by the rules, we oughta humor that little ol’ light … so we’re gonna take her down to about, oh, two or three hundred feet over the runway at Kennedy, and the folks down there on the ground are gonna see if they caint give us a visual inspection of those ol’ landin’ gears”—with which he is obviously on intimate ol’-buddy terms, as with every other working part of this mighty ship—“and if I’m right … they’re gonna tell us everything is copacetic all the way aroun’ an’ we’ll jes take her on in” … and, after a couple of low passes over the field, the voice returns: “Well, folks, those folks down there on the ground—it must be too early for ’em or somethin’—I ‘spect they still got the sleepers in their eyes … ’cause they say they caint tell if those ol’ landin’ gears are all the way down or not … But, you know, up here in the cockpit we’re convinced they’re all the way down, so we’re jes gonna take her on in … And oh” … (I almost forgot) … “while we take a little swing out over the ocean an’ empty some of that surplus fuel we’re not gonna be needin’ anymore—that’s what you might be seein’ comin’ out of the wings—our lovely little ladies … if they’ll be so kind … they’re gonna go up and down the aisles and show you how we do what we call ‘assumin’ the position’” … another faint chuckle (We do this so often, and it’s so much fun, we even have a funny little name for it) … and the stewardesses, a bit grimmer, by the looks of them, than that voice, start telling the passengers to take their glasses off and take the ballpoint pens and other sharp objects out of their pockets, and they show them the position, with the head lowered … while down on the field at Kennedy the little yellow emergency trucks start roaring across the field—and even though in your pounding heart and your sweating palms and your broiling brainpan you know this is a critical moment in your life, you still can’t quite bring yourself to believe it, because if it were … how could the captain, the man who knows the actual situation most intimately … how could he keep on drawlin’ and chucklin’ and driftin’ and lollygaggin’ in that particular voice of his—

  Well!—who doesn’t know that voice! And who can forget it!—even after he is proved right and the emergency is over.

  That particular voice may sound vaguely Southern or Southwestern, but it is specifically Appalachian in origin. It originated in the mountains of West Virginia, in the coal country, in Lincoln County, so far up in the hollows that, as the saying went, “
they had to pipe in daylight.” In the late 1940’s and early 1950’s this up-hollow voice drifted down from on high, from over the high desert of California, down, down, down, from the upper reaches of the Brotherhood into all phases of American aviation. It was amazing. It was Pygmalion in reverse. Military pilots and then, soon, airline pilots, pilots from Maine and Massachusetts and the Dakotas and Oregon and everywhere else, began to talk in that poker-hollow West Virginia drawl, or as close to it as they could bend their native accents. It was the drawl of the most righteous of all the possessors of the right stuff: Chuck Yeager.

  Yeager had started out as the equivalent, in the Second World War, of the legendary Frank Luke of the 27th Aero Squadron in the First. Which is to say, he was the boondocker, the boy from the back country, with only a high-school education, no credentials, no cachet or polish of any sort, who took off the feed-store overalls and put on a uniform and climbed into an airplane and lit up the skies over Europe.

  Yeager grew up in Hamlin, West Virginia, a town on the Mud River not far from Nitro, Hurricane, Whirlwind, Salt Rock, Mud, Sod, Crum, Leet, Dollie, Ruth, and Alum Creek. His father was a gas driller (drilling for natural gas in the coalfields), his older brother was a gas driller, and he would have been a gas driller had he not enlisted in the Army Air Force in 1941 at the age of eighteen. In 1943, at twenty, he became a flight officer, i.e., a non-com who was allowed to fly, and went to England to fly fighter planes over France and Germany. Even in the tumult of the war Yeager was somewhat puzzling to a lot of other pilots. He was a short, wiry, but muscular little guy with dark curly hair and a tough-looking face that seemed (to strangers) to be saying: “You best not be lookin’ me in the eye, you peckerwood, or I’ll put four more holes in your nose.” But that wasn’t what was puzzling. What was puzzling was the way Yeager talked. He seemed to talk with some older forms of English elocution, syntax, and conjugation that had been preserved uphollow in the Appalachians. There were people up there who never said they disapproved of anything, they said: “I don’t hold with it.” In the present tense they were willing to help out, like anyone else; but in the past tense they only holped. “H’it weren’t nothin’ I hold with, but I holped him out with it, anyways.”

  In his first eight missions, at the age of twenty, Yeager shot down two German fighters. On his ninth he was shot down over German-occupied French territory, suffering flak wounds; he bailed out, was picked up by the French underground, which smuggled him across the Pyrenees into Spain disguised as a peasant. In Spain he was jailed briefly, then released, whereupon he made it back to England and returned to combat during the Allied invasion of France. On October 12, 1944, Yeager took on and shot down five German fighter planes in succession. On November 6, flying a propeller-driven P–51 Mustang, he shot down one of the new jet fighters the Germans had developed, the Messerschmitt–262, and damaged two more, and on November 20 he shot down four FW–190s. It was a true Frank Luke-style display of warrior fury and personal prowess. By the end of the war he had thirteen and a half kills. He was twenty-two years old.

  In 1946 and 1947 Yeager was trained as a test pilot at Wright Field in Dayton. He amazed his instructors with his ability at stunt-team flying, not to mention the unofficial business of hassling. That plus his up-hollow drawl had everybody saying, “He’s a natural-born stick ‘n’ rudder man.” Nevertheless, there was something extraordinary about it when a man so young, with so little experience in flight test, was selected to go to Muroc Field in California for the XS–1 project.

  Muroc was up in the high elevations of the Mojave Desert. It looked like some fossil landscape that had long since been left behind by the rest of terrestrial evolution. It was full of huge dry lake beds, the biggest being Rogers Lake. Other than sagebrush the only vegetation was Joshua trees, twisted freaks of the plant world that looked like a cross between cactus and Japanese bonsai. They had a dark petrified green color and horribly crippled branches. At dusk the Joshua trees stood out in silhouette on the fossil wasteland like some arthritic nightmare. In the summer the temperature went up to 110 degrees as a matter of course, and the dry lake beds were covered in sand, and there would be windstorms and sandstorms right out of a Foreign Legion movie. At night it would drop to near freezing, and in December it would start raining, and the dry lakes would fill up with a few inches of water, and some sort of putrid prehistoric shrimps would work their way up from out of the ooze, and sea gulls would come flying in a hundred miles or more from the ocean, over the mountains, to gobble up these squirming little throwbacks. A person had to see it to believe it: flocks of sea gulls wheeling around in the air out in the middle of the high desert in the dead of winter and grazing on antediluvian crustaceans in the primordial ooze.

  When the wind blew the few inches of water back and forth across the lake beds, they became absolutely smooth and level. And when the water evaporated in the spring, and the sun baked the ground hard, the lake beds became the greatest natural landing fields ever discovered, and also the biggest, with miles of room for error. That was highly desirable, given the nature of the enterprise at Muroc.

  Besides the wind, sand, tumbleweed, and Joshua trees, there was nothing at Muroc except for two quonset-style hangars, side by side, a couple of gasoline pumps, a single concrete runway, a few tarpaper shacks, and some tents. The officers stayed in the shacks marked “barracks,” and lesser souls stayed in the tents and froze all night and fried all day. Every road into the property had a guardhouse on it manned by soldiers. The enterprise the Army had undertaken in this godforsaken place was the development of supersonic jet and rocket planes.

  At the end of the war the Army had discovered that the Germans not only had the world’s first jet fighter but also a rocket plane that had gone 596 miles an hour in tests. Just after the war a British jet, the Gloster Meteor, jumped the official world speed record from 469 to 606 in a single day. The next great plateau would be Mach 1, the speed of sound, and the Army Air Force considered it crucial to achieve it first.

  The speed of sound, Mach 1, was known (thanks to the work of the physicist Ernst Mach) to vary at different altitudes, temperatures, and wind speeds. On a calm 60-degree day at sea level it was about 760 miles an hour, while at 40,000 feet, where the temperature would be at least sixty below, it was about 660 miles an hour. Evil and baffling things happened in the transonic zone, which began at about .7 Mach. Wind tunnels choked out at such velocities. Pilots who approached the speed of sound in dives reported that the controls would lock or “freeze” or even alter their normal functions. Pilots had crashed and died because they couldn’t budge the stick. Just last year Geoffrey de Havilland, son of the famous British aircraft designer and builder, had tried to take one of his father’s DH 108s to Mach 1. The ship started buffeting and then disintegrated, and he was killed. This led engineers to speculate that the shock waves became so severe and unpredictable at Mach 1, no aircraft could survive them. They started talking about “the sonic wall” and “the sound barrier.”

  So this was the task that a handful of pilots, engineers, and mechanics had at Muroc. The place was utterly primitive, nothing but bare bones, bleached tarpaulins, and corrugated tin rippling in the heat with caloric waves; and for an ambitious young pilot it was perfect. Muroc seemed like an outpost on the dome of the world, open only to a righteous few, closed off to the rest of humanity, including even the Army Air Force brass of command control, which was at Wright Field. The commanding officer at Muroc was only a colonel, and his superiors at Wright did not relish junkets to the Muroc rat shacks in the first place. But to pilots this prehistoric throwback of an airfield became … shrimp heaven! the rat-shack plains of Olympus!

  Low Rent Septic Tank Perfection … yes; and not excluding those traditional essentials for the blissful hot young pilot: Flying & Drinking and Drinking & Driving.

  Just beyond the base, to the southwest, there was a rickety windblown 1930’s-style establishment called Pancho’s Fly Inn, owned, run, and bartended by
a woman named Pancho Barnes. Pancho Barnes wore tight white sweaters and tight pants, after the mode of Barbara Stanwyck in Double Indemnity. She was only forty-one when Yeager arrived at Muroc, but her face was so weatherbeaten, had so many hard miles on it, that she looked older, especially to the young pilots at the base. She also shocked the pants off them with her vulcanized tongue. Everybody she didn’t like was an old bastard or a sonofabitch. People she liked were old bastards and sonsabitches, too. “I tol’ ’at ol’ bastard to get ‘is ass on over here and I’d g’im a drink.” But Pancho Barnes was anything but Low Rent. She was the granddaughter of the man who designed the old Mount Lowe cable-car system, Thaddeus S. C. Lowe. Her maiden name was Florence Leontine Lowe. She was brought up in San Marino, which adjoined Pasadena and was one of Los Angeles’ wealthiest suburbs, and her first husband—she was married four times—was the pastor of the Pasadena Episcopal Church, the Rev. C. Rankin Barnes. Mrs. Barnes seemed to have few of the conventional community interests of a Pasadena matron. In the late 1920’s, by boat and plane, she ran guns for Mexican revolutionaries and picked up the nickname Pancho. In 1930 she broke Amelia Earhart’s airspeed record for women. Then she barnstormed around the country as the featured performer of “Pancho Barnes’s Mystery Circus of the Air.” She always greeted her public in jodhpurs and riding boots, a flight jacket, a white scarf, and a white sweater that showed off her terrific Barbara Stanwyck chest. Pancho’s desert Fly Inn had an airstrip, a swimming pool, a dude ranch corral, plenty of acreage for horseback riding, a big old guest house for the lodgers, and a connecting building that was the bar and restaurant. In the barroom the floors, the tables, the chairs, the walls, the beams, the bar were of the sort known as extremely weatherbeaten, and the screen doors kept banging. Nobody putting together such a place for a movie about flying in the old days would ever dare make it as dilapidated and generally go-to-hell as it actually was. Behind the bar were many pictures of airplanes and pilots, lavishly autographed and inscribed, badly framed and crookedly hung. There was an old piano that had been dried out and cracked to the point of hopeless desiccation. On a good night a huddle of drunken aviators could be heard trying to bang, slosh, and navigate their way through old Cole Porter tunes. On average nights the tunes were not that good to start with. When the screen door banged and a man walked through the door into the saloon, every eye in the place checked him out. If he wasn’t known as somebody who had something to do with flying at Muroc, he would be eyed like some lame goddamned mouseshit sheepherder from Shane.