The Right Stuff

  Nevertheless, the new breed had their share of the proper righteous stuff, same as the stick’n’rudder tigers of yore. Armstrong himself had flown more than a hundred missions off carriers during the Korean War, and had done good work in the X–15. Then you had men like Dave Scott and Mike Adams, who were two of Yeager’s ARPS students. They were practicing low lift-over-drag landings one day in the F–104. In this maneuver, which simulated an X–15 landing, you gunned the afterburner for speed (and stability) and flared the flaps and tried to grease the ship onto the runway at 200 knots. As Scott and Adams neared the ground, the “eyelids” on the afterburner malfunctioned, opening too wide, cutting the thrust down to 20 or 30 percent of maximum. Visually they could tell the ship was sinking too fast. Scott, who had the controls, gunned it but got very little response. They were dropping like a brick. Adams, in back, knew that the tail would hit the runway first, due to the angle of attack they were in, if Scott couldn’t regain power. He told Scott over the radio circuit that if the tail hit he was ejecting. The tail hit, and in that moment he pulled his cinch ring and ejected at zero altitude. Scott elected to stay with the ship. The belly smashed onto the runway and the ship went careening down it and off into the mesquite. When the beast finally came to a halt, Scott looked back, and the engine was jammed up into the space where Adams used to be. Both men had made the right decision. Adams had been exploded up into the air and had come down safely by parachute. Scott’s ejection mechanism had been broken in the torque of the initial impact and he would have been killed had he pulled the cinch ring, either by the nitroglycerine explosion or by a partial ejection.

  Yeager was tremendously impressed by those two decisions by two men in the very mouth of the Gulp. There you had it, with the ante doubled: the right stuff. And when NASA had announced several months ago that a third group of astronauts would be chosen both men immediately applied, although Adams also seemed to have a sincere interest in the X–15 project. The X–15 pilots themselves had their eyes on Houston, for that matter. Armstrong had applied as soon as civilians had been eligible and was now a Group II astronaut. He had Joe Walker’s blessing, too. Walker himself had considered applying but figured that his age—he was forty-two—pretty well ruled him out.

  That was the way the pyramid was now constructed. The old argument—namely, that an astronaut would be a mere passenger monitoring an automated system—didn’t have much sock to it anymore. The truth was that there you had a picture of the pilot in practically all the hypersonic vehicles of the future, whether in space or in the atmosphere. The Mercury vehicle had merely been one of the first. Way back in April of 1953, Yeager had made a speech in which he said, “Some of the proposed fighters of tomorrow will be able to find and destroy a target and even return to their home stations and land by themselves. The only reason a pilot will be needed is to take over and decide what to do if anything goes wrong with the electronic equipment.” Talking about the Ships of Tomorrow had made it all seem far off. But now, ten years later, they were already bringing such systems into the hardware stage. They were even working on a system to land F–4s automatically on aircraft carriers; the pilot would take his hands off the controls and let the computers bring him down onto that heaving slab. The supersonic transports and airliners would be so automated they would give the pilot an override stick just so he could push on it every now and then and feel like a pilot; it would be a goddamned right-stuff security blanket. They were even developing an automatic guidance system to bring the X–15 back through the atmosphere at a precise angle of attack. Maybe the age of “the flyboys,” the stick’n’rudder fighter jocks, was about finished.

  All of that Yeager could accept. On the great pyramid there was no steady state. Sixteen years ago, when he came to Muroc, he was only twenty-four, and few other test pilots had ever heard of him, and most people in aviation thought “the sound barrier” was as solid as a wall. Once he flew Mach 1, however, it was a whole new ball game. And now there were cosmonauts and astronauts, and it was a whole new ball game once again. A man could do a pretty good job of being philosophical about it. What finally got to Yeager, however, was the Ed Dwight case.

  It had been early this year that Yeager got word from the brass that the President, John F. Kennedy, was determined that NASA have at least one Negro astronaut in their lineup. The whole process was to take place organically, however, as if in the natural order of things. Kennedy was leaning on the Defense Department, Defense was leaning on the Air Force brass, and they tossed the potato to Yeager. The pilot who had been singled out was an Air Force captain named Ed Dwight. He was to go through ARPS and be selected by NASA. The clouds developed soon enough. Dwight was enrolled in the basic flight test course along with twenty-five other candidates. Only the top eleven students could enter ARPS’s six-month space-flight course, which had limited facilities, and Dwight did not rank among the top eleven. Yeager didn’t see how he could jump him over other young tigers, all of them desperate to become astronauts. Every week, it seemed like, a detachment of Civil Rights Division lawyers would turn up from Washington, from the Justice Department, which was headed by the President’s brother Bobby. The lawyers squinted in the desert sunlight and asked a great many questions about the progress and treatment of Ed Dwight and took notes. Yeager kept saying he didn’t see how he could simply jump Dwight over these other men. And the lawyers would come back the next week and squint some more and take some more notes. There were days when ARPS seemed like the Ed Dwight case with a few classrooms and some military hardware appended. A compromise was finally struck in which Dwight would be admitted to the space-flight course, but only if every man who ranked above him was also admitted. That was how it came to pass that the next class had fourteen students instead of eleven and included Captain Dwight. Meantime, the White House, apparently, was signaling to the Negro press that Dwight was going to be “the first Negro astronaut,” and he was being invited to make public appearances. He was being set up for a fall, because the chances of NASA accepting him as an astronaut appeared remote in any event.

  The whole thing was baffling. On the upper reaches of the great ziggurat the subject of race had never been introduced before. The unspoken premise was that you either had the right stuff or you didn’t, and no other variables mattered. When the seven Mercury astronauts had been chosen in 1959, the fact that they were all white and all Protestant seemed to be interpreted as wholly benign evidence of their Small-Town American virtues. But by now, four years later, Kennedy, who had been supported by a coalition of minority groups in the 1960 election, had begun to raise the question of race as a matter of public policy in many areas. The phrase “white Protestant” took on a different meaning, so that it was now possible to regard the astronauts as some sort of cadre of whites of northern European racial background. In fact, this had nothing to do, perse, with their being astronauts. It was typical of career military officers generally. Throughout the world, for that matter, career officers came from “native” or “old settler” stock. Even in Israel, which had existed for barely a generation as an independent nation and was dominated politically by immigrants from Eastern Europe, the officer corps was made up overwhelmingly of “real Israelis”—men born or raised from an early age in the pre-war Jewish settlements of the old Palestine. The other common denominator of the astronauts was that they were all first or only sons; yet not even this had any special significance, for studies soon showed that first or only sons dominated many occupations, including scholarly ones. (In an age when the average number of children per family was barely more than two, the odds were two out of three that any male would be a first or only son.) None of which was going to mollify the White House, however, because the astronaut, the single-combat warrior, had become a creature with greater political significance than any other type of pilot in history.

  The squinting and hassling was still going on the day the NF—104 arrived. Perhaps that was one reason the monster looked so good to Yeager. All of t
he world’s accumulated political cunning, from Machiavelli to John McCormack, wouldn’t be worth a dogscratch in the NF-104 at 65,000 feet. Two extraordinary pieces of equipment were being developed specifically for ARPS. One was a space mission simulator, a device more realistic and sophisticated than the Mercury procedures trainer or any simulator NASA had on the boards. The other was the NF–104, which was an F—104 with a rocket engine mounted over the tailpipe. The rocket engine used hydrogen peroxide and JP4 fuel and would deliver 6,000 pounds of thrust. It was like a super-afterburner. The main engine plus the regular afterburner would take you to about 60,000 feet, and then you cut in the rocket, and that would take you somewhere between 120,000 and 140,000 feet. At least that was what the engineers confidently assumed. The plan was that the ARPS students would run profiles on the space mission simulator, then put on silver pressure suits, space-flight-style, and take the NF-104 up to 120,000 feet or more in a tremendous arc, affording up to two minutes of weightlessness. During this interval they could master the use of the reaction controls, which were hydrogen-peroxide thrusters of the sort used in all vehicles above 100,000 feet, whether the X–15, the Mercury capsule, or the X–20.

  The only problem was, nobody had ever wrung out the NF–104. Just how it would handle in the weak molecular structure of the atmosphere above 100,000 feet, what the limits of its performance envelope would be, nobody knew. The F–104 had been built as a high-speed interceptor, and when you tried to do other things with it, it became very “unforgiving,” as the expression went. Pilots were already beginning to crunch it with the F–104 simply because the engine flamed out and they fell to the ground with about as much glide as a set of car keys. But Yeager loved the damned ship. It went like a bat. As the commandant of ARPS, he seized the opportunity to test the NF–104 as if it had his name on it.

  The main reason he would be testing it would be for use in the school, but there was an extra dividend. Whoever was first to push the NF–104 to optimum performance was certain to set a new world record for altitude achieved by a ship taking off under its own power. The Soviets had set the current record, 113,890 feet, in 1961 with the E–66A, a delta-winged fighter plane. The X–2 and the X–15 had flown higher, but they had to be hauled aloft by a larger ship before their rockets were ignited. The Mercury and Vostok space vehicles were lifted to altitude by automated booster rockets, which were then disengaged and jettisoned. Of course, all aircraft records were losing their dazzle now that space flight had begun. It was getting to be like setting some sort of new record for railroad trains. Yeager hadn’t tried to break a record in the skies over Edwards since December 1953, ten years ago, when he had set a new speed mark of Mach 2.4 in the X–IA and had come down the far side of the arc in the most horrendous bout with high-speed instability any man had ever survived. Now Yeager was back on the flight line again to go for broke, out by the shimmering mirage surface of Rogers Lake, under that pale-blue desert sky, and the righteous energy was flowing again. And if the good lads of the prep school could sense through him … and through that wild unbroken beast … a few volts of that righteous old-time religion … well, that would be all right, too.

  Yeager had taken the NF–104 up for three checkout flights, edging it up gradually toward 100,000 feet, where the limits of the envelope, whatever they were, would begin to reveal themselves. And now he was out on the flight line for the second of two major preliminary flights. Tomorrow he would let it all out and go for the record. It was another of those absolutely clear brilliant afternoons on the dome of the world. In the morning flight everything had gone exactly according to plan. He had taken the ship up to 108,000 feet after cutting in the rocket engine at 60,000. The rocket had propelled the ship up at a 50-degree angle of attack. One of the disagreeable sides of the ship was her dislike of extreme angles. At any angle greater than 30 degrees, her nose would pitch up, which was the move she made just before going into spins. But at 108,000 feet it was no problem. The air was so thin at that altitude, so close to being pure “space,” that the reaction controls, the hydrogen-peroxide thrusts, worked beautifully. Yeager had only to nudge the sidearm hand controller by his lap and a thruster on top of the nose of the plane pushed the nose right down again, and he was in perfect position to re-enter the dense atmosphere below. Now he was going up for one final exploration of that same region before going for broke tomorrow.

  At 40,000 feet Yeager began his speed run. He cut in the afterburner and it slammed him back in his seat, and he was now riding an engine with nearly 16,000 pounds of thrust. As soon as the Machmeter hit 2.2, he pulled back on the stick and started the climb. The afterburner would carry him to 60,000 feet before exhausting its fuel. At precisely that moment he threw the switch for the rocket engine … terrific jolt … He’s slammed back in his seat again. The nose pitches up to 70 degrees. The g-forces start rising. The desert sky starts falling away. He’s going straight up into the indigo. At 78,000 feet a light on the console … as usual … the main engine overheating from the tremendous exertion of the climb. He throws the switch, and shuts it down, but the rocket is still accelerating. Who doesn’t know this feeling if he doesn’t! The bastards are fantastic! … One hundred thousand feet … He shuts down the rocket engine. He’s still climbing. The g-forces slide off … makes you feel like you’re pitching forward … He’s weightless, coming over the top of the arc … 104,000 feet … It’s absolutely silent … Twenty miles up … The sky is almost black. He’s looking straight up into it, because the nose of the ship is pitched up. His angle of attack is still about 50 degrees. He’s over the top of the arc and coming down. He pushes the sidearm control to bring down the nose of the ship. Nothing happens … He can hear the thruster working but the nose isn’t budging. It’s still pitched up. He hits the thruster again … Shit! … She won’t go down! … Now he can see it, the whole diagram … This morning at 108,000 feet the air was so thin it offered no resistance and you could easily push the nose down with the thrusters. At 104,000 feet the air remains just thick enough to exert aerodynamic pressure. The thrusters aren’t strong enough to overcome it … He keeps hitting the reaction controls … The hydrogen peroxide squirts out of the jet on the nose of the ship and doesn’t do a goddamned thing … He’s dropping and the nose is still pitched up … The outside of the envelope! … well, here it is, the sonofabitch … It doesn’t want to stretch … and here we go! … The ship snaps into a flat spin. It’s spinning right over its center of gravity, like a pinwheel on a stick. Yeager’s head is on the outer edge of the circle, spinning around. He pushes the sidearm control again. The hydrogen peroxide is finished. He has 600 pounds of fuel left in the main engine but there’s no way to start it up. To relight the engine you have to put the ship nose down into a dive and force air through the intake duct and start the engine windmilling to build up the rpms. Without rpms there’s no hydraulic pressure and without hydraulic pressure you can’t move the stabilizer wings on the tail and without the stabilizer wings you can’t control this bastard at the lower altitudes … He’s in a steady-state flat spin and dropping … He’s whirling around at a terrific rate … He makes himself keep his eyes pinned on the instruments … A little sightseeing at this point and it’s vertigo and you’re finished … He’s down to 80,000 feet and the rpms are at dead zero … He’s falling 150 feet a second … 9,000 feet a minute … And what do I do next? … here in the jaws of the Gulp … I’ve tried A!—I’ve tried B!—The damned beast isn’t making a sound … just spinning around like a length of pipe in the sky … He has one last shot … the speed brakes, a parachute rig in the tail for slowing the ship down after a highspeed landing … The altimeter keeps winding down … Twenty-five thousand feet … but the altimeter is based on sea level … He’s only 21,000 feet above the high desert … The slack’s running out … He pops the speed brake … Bango!—the chute catches with a jolt … It pulls the tail up … He pitches down … The spin stops. The nose is pointed down. Now he only has to jettison the chute and
let her dive and pick up the rpms. He jettisons the chute … and the beast heaves up again! The nose goes back up in the air! … It’s the rear stabilizer wing … The leading edge is locked, frozen into the position of the climb to altitude. With no rpms and no hydraulic controls he can’t move the tail … The nose is pitched way above 30 degrees … Here she goes again … She’s back into the spin … He’s spinning out on the rim again … He has no rpms, no power, no more speed chute, and only 180 knots airspeed … He’s down to 12,000 feet … 8,000 feet above the farm … There’s not a goddamned thing left in the manual or the bag of tricks or the righteousness of twenty years of military flying … Chosen or damned! … It blows at any seam! Yeager hasn’t bailed out of an airplane since the day he was shot down over Germany when he was twenty … I’ve tried A!—I’ve tried B!—I’ve tried C! … 11,000 feet, 7,000 from the farm … He hunches himself into a ball, just as it says in the manual, and reaches under the seat for the cinch ring and pulls … He’s exploded out of the cockpit with such force it’s like a concussion … He can’t see … Wham … a jolt in the back … It’s the seat separating from him and the parachute rig … His head begins to clear … He’s in midair, in his pressure suit, looking out through the visor of his helmet … Every second seems enormously elongated … infinite … such slow motion … He’s suspended in midair … weightless … The ship had been falling at about 100 miles an hour and the ejection rocket had propelled him up at 90 miles an hour. For one thick adrenal moment he’s weightless in midair, 7,000 feet above the desert … The seat floats nearby, as if the two of them are parked in the atmosphere … The butt of the seat, the underside, is facing him … a red hole … the socket where the ejection mechanism had been attached … It’s dribbling a charcoal red … lava … the remains of the rocket propellant … It’s glowing … it’s oozing out of the socket … In the next moment they’re both falling, he and the seat … His parachute rig has a quarter bag over it and on the bag is a drogue chute that pulls the bag off so the parachute will stream out gradually and not break the chute or the pilot’s back when the canopy pops open during a high-speed ejection. It’s designed for an ejection at 400 or 500 miles an hour, but he’s only going about 175. In this infinitely expanded few seconds the lines stream out and Yeager and the rocket seat and the glowing red socket sail through the air together … and now the seat is drifting above him … into the chute lines! … The seat is nestled in the chute lines … dribbling lava out of the socket … eating through the lines … An infinite second … He’s jerked up by the shoulders … it’s the chute opening and the canopy filling … in that very instant the lava—it smashes into the visor of his helmet … Something slices through his left eye … He’s knocked silly … He can’t see a goddamned thing … The burning snaps him to … His left eye is gushing blood … It’s pouring down inside the lid and down his face and his face is on fire … Jesus Christ! … the seat rig … The jerk of the parachute had suddenly slowed his speed, but the seat kept falling … It had fallen out of the chute lines and the butt end crashed into his visor … 180 pounds of metal … a double visor … the goddamned thing has smashed through both layers … He’s burning! … There’s rocket lava inside the helmet … The seat has fallen away … He can’t see … blood pouring out of his left eye and there’s smoke inside the helmet … Rubber! … It’s the seal between the helmet and the pressure suit … It’s burning up … The propellant won’t quit … A tremendous whoosh … He can feel the rush … He can even hear it … The whole left side of the helmet is full of flames … A sheet of flame goes up his neck and the side of his face … The oxygen! … The propellant has burned through the rubber seal, setting off the pressure suit’s automatic oxygen system … The integrity of the circuit has been violated and it rushes oxygen to the helmet, to the pilot’s face … A hundred percent oxygen! Christ! … It turns the lava into an inferno … Everything that can burn is on fire … everything else is melting … Even with the hole smashed in the visor the helmet is full of smoke … He’s choking … blinded … The left side of his head is on fire … He’s suffocating … He brings up his left hand … He has on pressure-suit gloves locked and taped to the sleeve … He jams his hand in through the hole in the visor and tries to create an air scoop with it to bring air to his mouth … The flames … They’re all over it … They go to work on the glove where it touches his face … They devour it … His index finger is burning up … His goddamned finger is burning! … But he doesn’t move it … Get some air! … Nothing else matters … He’s gulping smoke … He has to get the visor open … It’s twisted … He’s encased in a little broken globe dying in a cloud of his own fried flesh … The stench of it! … rubber and a human hide … He has to get the visor open … It’s that or nothing, no two ways about it … It’s smashed all to hell … He jams both hands underneath … It’s a tremendous effort … It lifts … Salvation! … Like a sea the air carries it all away, the smoke, the flames … The fire is out. He can breathe. He can see out of his right eye. The desert, the mesquite, the motherless Joshua trees are rising slowly toward him … He can’t open his left eye … Now he can feel the pain … Half his head is broiled … That isn’t the worst of it … The damned finger! … Jesus! … He can make out the terrain, he’s been over it a million times … Over there’s the highway, 466, and there’s Route 6 crossing it … His left glove is practically burned off … The glove and his left index finger … he can’t tell them apart … they look as if they exploded in an oven … He’s not far from base … Whatever it is with the finger, it’s very bad … Nearly down … He gets ready … Right out of the manual … A terrific wallop … He’s down on the mesquite, looking across the desert, one-eyed … He stands up … Hell! He’s in one piece! … He can hardly use his left hand. The goddamn finger is killing him. The whole side of his head … He starts taking off the parachute harness … It’s all in the manual! Regulation issue! … He starts rolling up the parachute, just like it says … Some of the cords are almost melted through, from the lava … His head feels like it’s still on fire … The pain comes from way down deep … But he’s got to get the helmet off … It’s a hell of an operation … He doesn’t dare touch his head … It feels enormous … Somebody’s running toward him … It’s a kid, a guy in his twenties … He’s come from the highway … He comes up close and his mouth falls open and he gives Yeager a look of stone horror …