In 1973, a Delta jet southbound from BIA to Boston nearly collided with a TWA jet bound from London to Chicago. Drinks on both planes were spilled; a TWA stewardess was scalded by hot coffee. No one but the flightcrews knew how close it had been. The co-pilot on the Delta plane ran a hot special-delivery into his pants, laughed hysterically all the way to Boston, and quit flying forever two days later.
In 1974 a Big Sky charter jet loaded with happy gamblers bound for Las Vegas from Bangor and the Canadian Maritimes lost power in one engine over Haven and had to return to Bangor. When the engine was restarted on the ground, it ran fine.
There was another near-miss in 1975. By 1979, all commercial air traffic had been routed out of the area. If you had asked an FAA controller about it, he only would have shrugged and called it a dragon. It was a word they used. There were such places here and there; no one knew why. It was easier to route planes away and forget it.
By 1982, private air traffic was also being routinely vectored away from G-3 by controllers in Augusta, Waterville, and Bangor. So no pilot had seen the great shiny object winking up from the exact center of map-square G-3 on FAA Map ECUS-2.
Not until Peter Bailey saw it on the afternoon of August 5th.
Bailey was a private pilot with two hundred hours on his own in the air. He flew a Cessna Hawk XP, and he would have been the first to tell you that it had cost him a few banana-skins. This was Peter Bailey's phrase for money. He found it hilarious. The Hawk cruised at a hundred and fifty miles an hour and had good sky capability; 17,000 feet without breathing hard. The Cessna nav-pack made it hard to get lost (the optional nav antenna had also cost a few banana-skins). In other words it was a good plane, one that could damn near fly itself-only it didn't have to with a good pilot like him driving.
If Peter Bailey had a bitch, it was the goddam insurance. It was highway robbery, and he had bored his golfing partners to tears with the outrage the insurance companies had foisted on him.
He had friends who flew, he assured them grimly, plenty of them. A lot with less hours on their licenses than he had were forking over fewer banana-skins to the insurance heathens than he was. Some were guys he wouldn't have flown with, he said, if they owned the last plane on earth and his wife was in Denver dying of a brain hemorrhage. And the amount wasn't the greatest humiliation of all. The greatest humiliation of all was that he, Peter Bailey, he, a respected neurosurgeon who made well over three hundred thousand banana-skins a year, had to accept pool coverage if he wanted to fly. Well, he told his captive audiences (who often wished fervently that they had only played the front nine, or, better, had stayed in the bar and soaked up a few Bloody Marys), pool coverage was assigned-risk coverage, the sort teenagers and convicted drunks had to carry on their cars. Shit! If that wasn't goddam discrimination he didn't know what was. If he wasn't such a busy man he'd slap the bastards with a class action suit and he'd win, too.
Many of Bailey's golf companions were lawyers, and most knew it wouldn't wash. Risk coverage was made on the basis of actuarial tables, and the fact was, Peter Bailey wasn't just a neurosurgeon; he was a doctor, and doctors have the worst record as private pilots of any professional group in the world.
After escaping one of these foursomes, one of the players remarked as Bailey headed toward the clubhouse, still fuming: “I wouldn't even drive to Denver with the long-winded son of a bitch if my wife was dying of a brain hemorrhage.”
Peter Bailey was exactly the sort of flier for whom the tables had been invented. There were undoubtedly doctors all over America who were exemplary pilots. Bailey wasn't one of them. Quick and decisive in the operating theater when a patient lay before him with a window of skull cut away to reveal the pinkish-gray brain tissue, as delicate as a dancer with scalpel and laser knife, he was a ham-fisted pilot who constantly violated assigned altitudes, FAA safety rules, and his own flight patterns. He was a bold pilot, but with only two hundred hours on his license, he could by no stretch of the imagination be called an old pilot. His status as an assigned risk only confirmed the old saw: a pilot may be one or the other, but no pilot is both.
He was flying alone that day from Teeterboro outside New York to Bangor. At Bangor he would rent a car and drive to Derry Home Hospital. He had been asked to consult in the case of young Hillman Brown. Because the case was interesting and the price right (and because he had heard good things about the golf course in Orono), he had agreed.
The weather had been clear the whole way, the air smooth. Bailey had enjoyed the trip tremendously. As usual, his logbook was botched, he had missed one VOR beacon entirely and had decided another must be on the blink (he had hit the frequency dial with his elbow), he had wandered from his assigned altitude of 11,000 feet as high as 15,000 and as low as 6,000, and had once again avoided killing anyone… a blessing he was unfortunately too stupid to count.
He also wandered well off his flight-path, and so happened to overfly Haven, where a great blink of light suddenly flicked into his eye; it was as if someone had just flashed the lid of the world's biggest Crisco can up at him.
“What in the Sam Hill-”
He looked down and saw a tantalizing glimmer of that brightness. He might have dismissed it, might have gone on and survived to fight yet another day (or perhaps to collide with a fully loaded airliner), but he was early and intrigued. He banked the Hawk and went back.
“Now where-”
It flashed again, bright enough to dazzle a blue crescent of afterimage onto his eyes. Ripples of light ran across the top of the pilot's cabin.
“Jee-zus!”
There, below him in a clearing in the gray-green woods, was a huge silver object. He could tell little about it before it was gone again under the port wing.
At 6,000 feet for the second time that day, Bailey banked back again. His head had begun to ache-he noticed this and dismissed it as excitement. His first thought had been that it was a water-tower, but no one would locate a water-tower that big in the woods.
He overflew the object again, this time at 4,000. He had the Hawk throttled back as far as he dared (which was a good deal further than a more experienced pilot would have dared do, but the Hawk was a good plane and it forgave him).
Artifact, he thought this time, almost sick with excitement. A great dishshaped artifact in the earth… or some government thing? But if it was government, how come it wasn't covered with a camouflage net? And the ground around it had been excavated-from up here, the trench cut into the earth was perfectly clear.
Bailey determined to overfly it again-hell, he'd buzz it!-and then his eye fell on his gauges and his heart took an unsteady leap. His compass was winding itself around in big stupid circles, the tank indicators were flashing red. The altimeter suddenly ran up to 22,000 feet, stopped briefly, and then dropped back to dead zero.
The Hawk's husky 195-horsepower motor gave a terrifying hitch. The nose dipped. Bailey's heart did the same. His head throbbed. In front of his bulging eyes needles were whirling, lights flashed from green to red like pygmy traffic signals, and the altitude warning beeper, which was supposed to tell a bemused pilot Wake up, dummy, you are about to run into a large immovable object
called Mother Earth, began to sound, even though it wasn't supposed to go off until the plane passed through five hundred and Bailey's own eyes told him the Hawk was still at four thousand feet, perhaps a bit more. He looked at the digital thermometer which recorded the outside air temperature. It blinked from 47 to 58, then to 5. It paused there for a moment, then showed 999. The red numerals held there, pulsing distractedly, and then the thermometer shorted out.