The Right Stuff (4 page)

A young man might go into military flight training believing that he was entering some sort of technical school in which he was simply going to acquire a certain set of skills. Instead, he found himself all at once enclosed in a fraternity. And in this fraternity, even though it was military, men were not rated by their outward rank as ensigns, lieutenants, commanders, or whatever. No, herein the world was divided into those who had it and those who did not. This quality, this
it
, was never named, however, nor was it talked about in any way.

As to just what this ineffable quality was… well, it obviously involved bravery. But it was not bravery in the simple sense of being willing to risk your life. The idea seemed to be that any fool could do that, if that was all that was required, just as any fool could throw away his life in the process. No, the idea here (in the all-enclosing fraternity) seemed to be that a man should have the ability to go up in a hurtling piece of machinery and put his hide on the line and then have the moxie, the reflexes, the experience, the coolness, to pull it back in the last yawning moment—and then to go up again
the next day
, and the next day, and every next day, even if the series should prove infinite—and, ultimately, in its best expression, do so in a cause that means something to thousands, to a people, a nation, to humanity, to God. Nor was there
a test
to show whether or not a pilot had this righteous quality. There was, instead, a seemingly infinite series of tests. A career in flying was like climbing one of those ancient Babylonian pyramids made up of a dizzy progression of steps and ledges, a ziggurat, a pyramid extraordinarily high and steep; and the idea was to prove at every foot of the way up that pyramid that you were one of the elected and anointed ones who had
the right stuff
and could move higher and higher and even—ultimately, God willing, one day—that you might be able to join that special few at the very top, that elite who had the capacity to bring tears to men's eyes, the very Brotherhood of the Right Stuff itself.

None of this was to be mentioned, and yet it was acted out in a way that a young man could not fail to understand. When a new flight (i.e., a class) of trainees arrived at Pensacola, they were brought into an auditorium for a little lecture. An officer would tell them: "Take a look at the man on either side of you." Quite a few actually swiveled their heads this way and that, in the interest of appearing diligent. Then the officer would say: "One of the three of you is not going to make it!"—meaning, not get his wings. That was the opening theme, the
motif
of primary training. We already know that one-third of you do not have the right stuff—it only remains to find out who.

Furthermore, that was the way it turned out. At every level in one's progress up that staggeringly high pyramid, the world was once more divided into those men who had the right stuff to continue the climb and those who had to be
left behind
in the most obvious way. Some were eliminated in the course of the opening classroom work, as either not smart enough or not hardworking enough, and were left behind. Then came the basic flight instruction, in single-engine, propeller-driven trainers, and a few more—even though the military tried to make this stage easy—were washed out and left behind. Then came more demanding levels, one after the other, formation flying, instrument flying, jet training, all-weather flying, gunnery, and at each level more were washed out and left behind. By this point easily a third of the original candidates had been, indeed, eliminated… from the ranks of those who might prove to have the right stuff.

In the Navy, in addition to the stages that Air Force trainees went through, the neophyte always had waiting for him, out in the ocean, a certain grim gray slab; namely, the deck of an aircraft carrier; and with it perhaps the most difficult routine in military flying, carrier landings. He was shown films about it, he heard lectures about it, and he knew that carrier landings were hazardous. He first practiced touching down on the shape of a flight deck painted on an airfield. He was instructed to touch down and gun right off. This was safe enough—the shape didn't move, at least—but it could do terrible things to, let us say, the gyroscope of the soul.
That shape
!—
it's so damned small
! And more candidates were washed out and left behind. Then came the day, without warning, when those who remained were sent out over the ocean for the first of many days of reckoning with the slab. The first day was always a clear day with little wind and a calm sea. The carrier was so steady that it seemed, from up there in the air, to be resting on pilings, and the candidate usually made his first carrier landing successfully, with relief and even
elan
. Many young candidates looked like terrific aviators up to that very point—and it was not until they were actually standing on the carrier deck that they first began to wonder if they had the proper stuff, after all. In the training film the flight deck was a grand piece of gray geometry, perilous, to be sure, but an amazing abstract shape as one looks down upon it on the screen. And yet once the newcomer's two feet were on it…
Geometry
—my God, man, this is a… skillet! It
heaved
, it moved up and down underneath his feet, it pitched up, it pitched down, it rolled to port (this great beast
rolled!)
and it rolled to starboard, as the ship moved into the wind and, therefore, into the waves, and the wind kept sweeping across, sixty feet up in the air out in the open sea, and there were no railings whatsoever. This was a
skillet
!—a frying pan!—a short-order grill!—not gray but black, smeared with skid marks from one end to the other and glistening with pools of hydraulic fluid and the occasional jet-fuel slick, all of it still hot, sticky, greasy, runny, virulent from God knows what traumas—still ablaze!—consumed in detonations, explosions, flames, combustion, roars, shrieks, whines, blasts, horrible shudders, fracturing impacts, as little men in screaming red and yellow and purple and green shirts with black Mickey Mouse helmets over their ears skittered about on the surface as if for their very lives (you've said it now!), hooking fighter planes onto the catapult shuttles so that they can explode their afterburners and be slung off the deck in a red-mad fury with a
kaboom
! that pounds through the entire deck—a procedure that seems absolutely controlled, orderly, sublime, however, compared to what he is about to watch as aircraft return to the ship for what is known in the engineering stoicisms of the military as "recovery and arrest." To say that an F-4 was coming back onto this heaving barbecue from out of the sky at a speed of 135 knots… that might have been the truth in the training lecture, but it did not begin to get across the idea of what the newcomer saw from the deck itself, because it created the notion that perhaps the plane was gliding in. On the deck one knew differently! As the aircraft came closer and the carrier heaved on into the waves and the plane's speed did not diminish and the deck did not grow steady—indeed, it pitched up and down five or ten feet per greasy heave—one experienced a neural alarm that no lecture could have prepared him for: This is not an
airplane
coming toward me, it is a brick with some poor sonofabitch riding it (
someone much like my self!
), and it is not
gliding
, it is
falling
, a thirty-thousand-pound brick, headed not for a stripe on the deck but for
me
—and with a horrible
smash
! it hits the skillet, and with a blur of momentum as big as a freight train's it hurtles toward the far end of the deck—another blinding storm!—another roar as the pilot pushes the throttle up to full military power and another smear of rubber screams out over the skillet—and this is nominal!—quite okay!—for a wire stretched across the deck has grabbed the hook on the end of the plane as it hit the deck tail down, and the smash was the rest of the fifteen-ton brute slamming onto the deck, as it tripped up, so that it is now straining against the wire at full throttle, in case it hadn't held and the plane had "boltered" off the end of the deck and had to struggle up into the air again. And already the Mickey Mouse helmets are running toward the fiery monster…

And the candidate, looking on, begins to
feel
that great heaving sun-blazing deathboard of a deck wallowing in his own vestibular system—and suddenly he finds himself backed up against his own limits. He ends up going to the flight surgeon with so-called conversion symptoms. Overnight he develops blurred vision or numbness in his hands and feet or sinusitis so severe that he cannot tolerate changes in altitude. On one level the symptom is real. He really cannot see too well or use his fingers or stand the pain. But somewhere in his subconscious he knows it is a plea and a beg-off; he shows not the slightest concern (the flight surgeon notes) that the condition might be permanent and affect him in whatever life awaits him outside the arena of the right stuff.

Those who remained, those who qualified for carrier duty—and even more so those who later on qualified for
night
carrier duty—began to feel a bit like Gideon's warriors.
So many have been left behind
! The young warriors were now treated to a deathly sweet and quite unmentionable sight. They could gaze at length upon the crushed and wilted pariahs who had washed out. They could inspect those who did not have that righteous stuff.

The military did not have very merciful instincts. Rather than packing up these poor souls and sending them home, the Navy, like the Air Force and the Marines, would try to make use of them in some other role, such as flight controller. So the washout has to keep taking classes with the rest of his group, even though he can no longer touch an airplane. He sits there in the classes staring at sheets of paper with cataracts of sheer human mortification over his eyes while the rest steal looks at him… this man reduced to an ant, this untouchable, this poor sonofabitch. And in what test had he been found wanting? Why, it seemed to be nothing less than
manhood
itself. Naturally, this was never mentioned, either. Yet there it was.
Manliness, manhood, manly courage
—there was something ancient, primordial, irresistible about the challenge of this stuff, no matter what a sophisticated and rational age one might think he lived in.

Perhaps because it could not be talked about, the subject began to take on superstitious and even mystical outlines. A man either had it or he didn't! There was no such thing as having
most
of it. Moreover, it could blow at any seam. One day a man would be ascending the pyramid at a terrific clip, and the next—bingo!—he would reach his own limits in the most unexpected way. Conrad and Schirra met an Air Force pilot who had had a great pal at Tyndall Air Force Base in Florida. This man had been the budding ace of the training class; he had flown the hottest fighter-style trainer, the T-38, like a dream; and then he began the routine step of being checked out in the T-33. The T-33 was not nearly as hot an aircraft as the T-38; it was essentially the old P-80 jet fighter. It had an exceedingly small cockpit. The pilot could barely move his shoulders. It was the sort of airplane of which everybody said, "You don't get into it, you
wear
it." Once inside a T-33 cockpit this man, this budding ace, developed claustrophobia of the most paralyzing sort. He tried everything to overcome it. He even went to a psychiatrist, which was a serious mistake for a military officer if his superiors learned of it. But nothing worked. He was shifted over to flying jet transports, such as the C-135. Very demanding and necessary aircraft they were, too, and he was still spoken of as an excellent pilot. But as everyone knew—and, again, it was never explained in so many words—only those who were assigned to fighter squadrons, the "fighter jocks," as they called each other with a self-satisfied irony, remained in the true fraternity. Those assigned to transports were not humiliated like washouts—
somebody
had to fly those planes—nevertheless, they, too, had been
left behind
for lack of the right stuff.

Or a man could go for a routine physical one fine day, feeling like a million dollars, and be grounded for
fallen arches
. It happened!—just like that! (And try raising them.) Or for breaking his wrist and losing only
part
of its mobility. Or for a minor deterioration of eyesight, or for any of hundreds of reasons that would make no difference to a man in an ordinary occupation. As a result all fighter jocks began looking upon doctors as their natural enemies. Going to see a flight surgeon was a no-gain proposition; a pilot could only hold his own or lose in the doctor's office. To be grounded for a medical reason was no humiliation, looked at objectively. But it was a humiliation, nonetheless!—for it meant you no longer had that indefinable, unutterable, integral stuff. (It could blow at
any
seam.)

All the hot young fighter jocks began trying to test the limits themselves in a superstitious way. They were like believing Presbyterians of a century before who used to probe their own experience to see if they were truly among
the elect
. When a fighter pilot was in training, whether in the Navy or the Air Force, his superiors were continually spelling out strict rules for him, about the use of the aircraft and conduct in the sky. They repeatedly forbade so-called hot-dog stunts, such as outside loops, buzzing, flat-hatting, hedgehopping and flying under bridges. But somehow one got the message that the man who truly
had
it could ignore those rules—not that he should make a point of it, but that he
could
—and that after all there was only one way to find out—and that in some strange unofficial way, peeking through his fingers, his instructor halfway expected him to challenge all the limits. They would give a lecture about how a pilot should never fly without a good solid breakfast—eggs, bacon, toast, and so forth—because if he tried to fly with his blood-sugar level too low, it could impair his alertness. Naturally, the next day every hot dog in the unit would get up and have a breakfast consisting of one cup of black coffee and take off and go up into a vertical climb until the weight of the ship exactly canceled out the upward thrust of the engine and his air speed was zero, and he would hang there for one thick adrenal instant—and then fall like a rock, until one of three things happened: he keeled over nose first and regained his aerodynamics and all was well, he went into a spin and fought his way out of it, or he went into a spin and had to eject or crunch it, which was always supremely possible.