The complex on the northwest side of McClellan Air Force Base had changed hands many times over the years. Back in the 1950’s and 60’s, the area had been used to decontaminate spy planes that were flown over American, French, Russian, and Chinese aboveground nuclear-weapons explosions. In more recent years, flight-test squadrons built and tested new air weapon systems there, such as the 4,700-pound GBU-28 “bunker-buster” bomb used to try to kill Saddam Hussein as he hid in his deep underground shelters in the 1991 Persian Gulf War.
In addition to the classified weapon and flight-test work done there, the complex had another secret activity: It contained a small but full-scale nuclear reactor, which produced gamma rays used for NDI, or nondestructive inspection, of military aircraft. Although magnetic eddy current fields, X rays, lasers, radar, and plain old eyeballs were still useful in detecting cracks and fatigue in aircraft structures, they weren’t reliable or adequate for the new crop of composite “stealth” aircraft, so gamma-ray inspections were developed to check these planes without having to disassemble them first. Fifteen years ago, McClellan Air Force Base had been the first aircraft-maintenance depot in the world to use gamma rays for aircraft NDI, and it was still the main nuclear NDI facility in the free world.
And the latest clients ready for their annual nuclear NDI inspection were sitting right there before Gregory Townsend and his soldiers: four F-117A Night Hawk stealth fighter-bombers. All four of these odd-looking planes, with their multifaceted, pyramid-shaped fuselages, short pointed wings, and thin, highly swept tails, were Gulf War veterans, each having performed more than thirty missions in the heart of stiff Iraqi air defenses without a single casualty. Although they could carry only five thousand pounds of ordnance-usually two two-thousand-pound laser-guided bombs-and were more than fifteen years old, they were still in good condition. And because they were virtually invisible on radar and invulnerable to most modern air defense systems, they were four of the deadliest warplanes on earth…
… and they now belonged to Gregory Townsend.
While several of his soldiers began to refuel the planes and brought over ground power “start carts,” Townsend and three of his other men, all trained combat pilots, stepped up the special access ladders designed for the F-117 stealth fighters, opened up the cockpit canopies, and got to work preflighting their aircraft. The preflight checks went quickly. Because the Night Hawks’ cockpits were so cramped and uncomfortable, they were designed from the outset to be highly automated, relegating the human on board to being a system monitor rather than a pilot.
Besides, these pilots were not concerned about getting the planes ready to go to war. They simply had to make sure they had enough gas to fly a few hundred miles to an isolated airstrip in southwestern Nevada, where more fuel was waiting. A thousand miles at a time, and the aircraft would eventually end up in South America, where eager international arms merchants and foreign countries were waiting to start the bidding on the auction of the century.
On a signal from Townsend, all four F-117 engines were started inside the hangars themselves, in preparation for taxiing. There was no concern about the exhaust damage-it didn’t matter what the hangars looked like after they left-and none of them bothered with flight-control or engine checks. The F-117 Night Hawk stealth fighter was inherently unstable in all flight axes-there was no such thing as “dead-sticking” an F-117 to an emergency landing. The aircraft needed at least one flight-control computer and one engine to fly. If it lost more than that, the pilot had a single option: eject. But a foreign government such as Libya, Iran, Iraq, or China would still pay hundreds of millions of dollars for an F-117 stealth fighter even with only one engine or one flight-control computer.
“Report ready to taxi,” Townsend ordered. When the other three pilots reported, the four hangar doors were manually opened. Guards stationed themselves in front of the hangars and along the taxi route, prepared to repel any security forces that might come along. Each was armed with an M-16 assault rifle fitted with an M-206 grenade launcher for fighting off heavy response vehicles or trucks. “Release brakes now,” Townsend ordered.
At that moment, the pilot of the number four F-117 moving from the westernmost hangar saw a blur of motion off to his right. A soldier in full combat gear and helmet appeared out of nowhere directly in front of his hangar, carrying what looked like two large duffel bags. He dropped both bags on the tarmac, then reached down with his left hand and threw one of them under the nose gear of the aircraft. “Nein!” the pilot shouted. “What are you doing? Clear the way!”
Then the pilot looked again and realized that these were not duffel bags being thrown under his wheels-they were bodies! Soldiers’ bodies. This… this stranger was throwing bodies under the wheels to prevent him from taxiing! “Warning! Intruder alert!” he called. “I am stopped! I can’t move!”
“Unit four, go to full power!” ordered Townsend, who could not see what was happening from his cockpit. “Taxi immediately! All other units taxi at maximum speed!”
The number four pilot shoved his throttles up to full military power, trying to taxi over the bodies of his dead comrades. But the intruder had disappeared under the nose of the F-117 and seconds later the pilot felt four hard bangs. The aircraft shuddered and dropped. Before the pilot’s stunned eyes the intruder reappeared, one of the dead soldiers’ sidearms in his hands. He had shot out several of the tires.
The pilot pulled the throttles to idle, opened his canopy, and jumped out of the plane. He watched as the intruder calmly walked over to the number three aircraft. Then he crouched down to get the M-16 assault rifle slung across the body of the soldier under his left main gear, checked it, loaded a fresh magazine, and fired from a range of fifteen meters. There was no way he could miss-yet the man did not go down. He turned around to look at the pilot even as the shots struck him, then continued on his way.
It was him, the pilot realized. The Tin Man. He was alive! He had been killed in the dam explosion but he was alive!
The Tin Man reached the number three F-117 and fired several rounds into the left main landing-gear wheel. The outside tire popped, but the inner tire kept the plane moving. As the plane’s pilot watched in astonishment, he saw the helmeted figure leap fifteen meters across his windshield and land on his left wing.
Atop the engine inlets were blow-in doors, which provided additional inlet air to compensate for the reduced airflow through the large main inlets caused by the radar-absorbing mesh screen covering them. Before the pilot’s eyes, the Tin Man dropped the empty pistol into one of the open blow-in doors on the left engine. Sucked into the engine, it shredded the first-stage compressor blades in a matter of seconds, and the disintegrating remnants shot out in all directions, puncturing fuel and hydraulic lines and blasting apart the entire engine and part of the left fuselage.
The number one and two F-117’s were taxiing away fast. The Tin Man sped down the right wing of the stricken number three, jumped onto the ground, ran toward the taxiing fighters, then leaped as soon as his thrusters were recharged. He landed right on the canopy of number two, but with nothing to grasp and the groundspeed building up rapidly, he beat on the glass canopy panels. His left fist broke through a side panel with ease. The glass of the forward panels was much thicker and stronger, but several crushing blows broke it too. He reached in, shattered the heads-up display atop the instrument panel, then grabbed for the pilot. “He is on my aircraft!” the pilot shrieked into his radio, evading the grasping arm.