Foreword by Mike
Jud you're on
fire, get the hell out of there!"
This in-flight refueling process was necessary, and routine, because the F-8 could not hold enough fuel to fly from California to Hawaii. This routine mission was labeled "Trans-Pac," meaning Flying Airplanes across the Pacific. This had been going on for years.
At that time no one knew why his aircraft had flamed out. We all supposed it had been some freak accident that sometimes happens with no explanation. One thing we knew for sure, it was not pilot error. This accident had to be some kind of mechanical malfunction, but what? Our squadron had a perfect safety record and was very disturbed because of the loss of an airplane the day before.
Eleven minutes to mandatory disconnect point, the tanker commander said. I checked my fuel gages again, everything appeared normal.
My thoughts were, In a few hours I knew we'd all be having dinner at the Kaneohe Officers Club on Oahu, Hawaii. Then after a short rest, we'd continue our 6,000-mile trek to Atsugi, Japan, via Midway and Wake Island. Our whole outfit - Marine All Weather Fighter Squadron 323 - was being transferred to the Far East for a one-year period of operations.
Nine minutes to mandatory disconnect. My fuel gages indicated that the tanks were almost full. I noticed that my throttle lever was sticking a little. That was unusual, because the friction lock was holding it in place and was loose enough. It grew tighter as I tried to manipulate it gently.
Then - thud! I heard the crack of an explosion. I could see the rpm gauge unwinding and the tailpipe temperature dropping. The aircraft had lost power, the engine had quit running, this is a flame-out!
I punched the mike button, and said, This is Jud. I've got a flame-out!
Unfortunately, my radio was already dead; I was neither sending nor receiving anything via my radio. I quickly disconnected from the tanker and nosed the aircraft over, into a shallow dive, to pick up some flying speed to help re-start the engine. I needed a few seconds to think.
The fire warning light (pilots call it the panic light) blinked on. This is not a good sign. And to make matters worse, jet fuel poured over the canopy like water from a bucket. At the same instant, my radio came back on, powered by the emergency generator, and a great babble of voices burst through my earphones. Jud, you're on fire, get out of there!
Fuel was pouring out of my aircraft; from the tailpipe; from the intake duct; from under the wings, and igniting behind me in a great awesome trail of fire. The suddenness of the disaster overwhelmed me, and I thought: This can't be happening to me!
The voices in my ears kept urging me to fire the ejection seat and abandon my aircraft. I pressed my mike button and told the flight leader, I'm getting out!
I took my hands off the flight controls and reached above my head for the canvas curtain that would start the ejection sequence. I pulled it down hard over my face and waited for the tremendous kick in the pants, which would send me rocketing upward, free of the aircraft.
The plane was now in a steep 60-degree dive. For the first time, I felt panic softening the edges of my determination. I knew that I had to do something or I was going to die in this sick airplane. There was no way out of it. With great effort, I pulled my thoughts together and tried to imagine some solution. A voice in my earphones was shouting: Ditch the plane! Ditch it in the ocean!
It must have come from the tanker skipper or one of the destroyer commanders down below, because every jet pilot knows you
can't ditch a jet and survive. The plane would hit the water at a very high a speed, flip over and sink like a stone and they usually explode on impact.
Was such a thing possible? I was not aware of any Crusader pilot who had ever used this World War II tactic to get out of a fast flying jet. I had been told that this procedure, of bailing out of a jet, was almost impossible. Yes, the pilot may get out of the airplane but the massive 20-foot high tail section is almost certain to strike the pilot�s body and kill him before he falls free of the aircraft. My desperation was growing, and any scheme that offered a shred of success seemed better than riding that aircraft into the sea, which would surely be fatal.
Then I stood up in the seat and put both arms in front of my face. I was sucked out harshly from the airplane. I cringed as I tumbled outside the bird, expecting the tail to cut me in half, but thank goodness, that never happened! In an instant I knew I was out of there and uninjured.
I descended rapidly through the low clouds. Now there was only clear sky between me and the ocean. This may be my last view of the living. I have no recollection of positioning myself properly or even bracing for the impact. In fact, I
don't remember hitting the water at all. At one instant I was falling very fast toward the ocean. The next thing I remember is hearing a shrill, high-pitched whistle that hurt my ears.
The water helped clear my senses. But as I bounced around in the water I began coughing and retching. The Mae West around my waist had inflated. I concluded that the shrill whistling sound that I had heard was the gas leaving the CO2 cylinders as it was filling the life vest.
I tried reaching down for my hunting knife located in the knee pocket of my flight suit. I had to cut the shroud lines of the chute before it pulled me under for good.
This is when I first discovered that I was injured severely. The pain was excruciating. Was my back broken? I tried to arch it slightly and felt the pain again. I tried moving my feet, but that too was impossible. They were immobile, and I could feel the bones in them grating against each other. There was no chance of getting that hunting knife, but I had another, smaller one in the upper torso of my flight suit. With difficulty, I extracted it and began slashing feebly at the spaghetti-like shroud line mess surrounding me.
How long would the Mae West sustain me? I wondered. I wasn't sure, but I knew I needed help fast. The salt water that I had swallowed felt like an enormous rock in the pit of my gut. But worst of all, here I was, completely alone, 600 miles from shore, lolling in the deep troughs and crests of the Pacific Ocean. And my Crusader aircraft, upon which had been lavished such affectionate attention, was sinking thousands of feet to the bottom of the ocean. At that moment, I was struck by the incredible series of coincidences that had just befallen me. I knew that my misfortune had been a one-in-a-million occurrence. In review, I noted that the explosion aloft should not have happened. The ejection mechanism should have worked. The parachute should have opened. None of these incidents should have happened. I had just experienced three major catastrophes in one flight. My squadron had a perfect safety record. Why was all of this happening? was my thinking.
In about ten minutes I heard the drone of a propeller-driven plane. The pot-bellied, four-engine tanker came into view, flying very low. They dropped several green dye markers near me, and some smoke flares a short distance from my position. They circled overhead and dropped an inflated life raft about 50 yards from me. I was so pleased and tried to swim toward the raft. When I took two strokes, I all most blacked out due to the intense pain in my body. The tanker circled again and dropped another raft closer to me, but there was no way for me to get to it, or in it, in my condition. The water seemed to be getting colder, and a chill gripped me. I looked at my watch, but the so-called unbreakable crystal was shattered and the hands torn away. I tried to relax and surrender to the Pacific Ocean swells. I could almost have enjoyed being buoyed up to the crest of one swell and gently sliding into the trough of the next, but I was in such excruciating pain. I remembered the words W.C. Fields had chosen for his epitaph: On the whole, I'd rather be in Philadelphia.
In about an hour, a Coast Guard amphibian plane flew over and circled me as though deciding whether or not to land. But the seas were high and I knew he couldn't make it. He came in very low and dropped another raft; this one had a 200-foot lanyard attached to it. The end of the lanyard landed barely ten feet from me. I paddled gently backward using only my arms. I caught hold of it and pulled the raft to me. Even before trying, I knew I couldn't crawl into the raft due to my physical condition. I was able to get a good grip on its side and hold on. This gave me a little security.
The Coast Guard amphibian gained altitude and flew off. (I learned later that he headed for a squadron of minesweepers that was returning to the United States from a tour of the Western Pacific. He was unable to tune to their radio frequency for communications. But this ingenious pilot lowered a wire from his aircraft and dragged it across the bow of the minesweeper, the USS Embattle. The minesweeper captain understood the plea, and veered off at top speed in my direction.) I was fully conscious during the two and a half hours it took the ship to reach me. I spotted the minesweeper while teetering at the crest of a wave. Soon, its great bow was pushing in toward me and I could see sailors in orange lifejackets crowding its lifelines. A bearded man in a black rubber suit jumped into the water and swam to me.
Are you hurt? he asked. Yes, I said. My legs and back. I was now very cold and worried about the growing numbness in my legs. Perhaps the imminence of rescue made me light-headed, for I only vaguely remember being hoisted aboard the ship. I was laid out on the ship's deck as they cut away my flight suit.
Don't touch my legs! Don't touch my legs! I screamed. I
don't remember it. Somebody gave me a shot of morphine and this erased part of my extreme pain. An hour or so later a man was bending over me and asking questions. (It was a doctor who had been high-lined over from the USS Los Angeles, a cruiser that had been operating in the area.)
By listening to the medical team, who was working on me, I was able to piece together the nature of my injuries. This is what I heard them saying. My left ankle was broken in five places. My right ankle was broken in three places. A tendon in my left foot was cut. My right pelvis was fractured. My number 7 vertebra was fractured. My left lung had partially collapsed. There were many cuts and bruises all over my face and body, and, my intestines and kidneys had been shaken into complete inactivity.
The next morning Dr. Valentine Rhodes told me that the Los Angeles was steaming at flank speed to a rendezvous with a helicopter 100 miles from Long Beach, California. At 3:30 that afternoon, I was hoisted into the belly of a Marine helicopter from the USS Los Angeles's fantail, and we whirred off to a hospital ship, the USS Haven, docked in Long Beach, CA. Once aboard the Haven, doctors came at me from all sides with more needles, tubes, and X-ray machines. Their reaction to my condition was so much more optimistic than I had expected. I finally broke down and let go a few tears of relief, exhaustion, and thanks to all hands and God.
Within a few months I was all systems go again. My ankles were put back in place with the help of steel pins. The partially collapsed left lung re-inflated and my kidneys and intestines were working again without the need of prodding. The Marine Corps discovered the cause of my flame-out, and that of Major Tooker, the day before, was the failure of an automatic cut-off switch in the refueling system. The aircraft's main fuel tank was made of heavy reinforced rubber. When the cut-off switch failed, this allowed the tank to overfill and it burst like a balloon. This then caused the fire and flameout. We will never know why the ejection seat failed to work since it is in the bottom of the ocean. The parachute failure is a mystery also. Like they say, "Some days you are the dog, and others you are the fire-plug."
Do I feel lucky? That word doesn't even begin to describe my feelings. To survive a 15,000-foot fall with an unopened chute is a fair enough feat. My mind keeps running back to something Dr. Rhodes told me in the sickbay of the Los Angeles during those grim and desperate hours. He said that if I had had a spleen, it almost certainly would have ruptured when I hit the water, and I would have bled to death. Of the 25 pilots in our squadron, I am the only one without a spleen. It gives me something to think about. Maybe it does you as well.
Copyright © Mike Wardley, 2011