Driving a Boat into a Helicopter

Or:   Of Rubber Ducks, Double Ducks and Duck Recovery Ops

DUKW ("Duck")  Not this duck!

I've covered some aerial infiltration and exfiltration methods for land-based operations in the past two posts.  So, today, I thought we'd take a quick gander at some aerial INFIL/EXFIL ops that include water as a medium.

Zodiac Rubber Assault Boat with outboard motor.
Note the red fuel bladder. Everything on our boats
was black.          Photo courtesy: Kitairu Suppliers

I spent quite a bit of time on water operations teams, so I have quite a bit of experience with what the army calls Rubber Ducks, Double Ducks and Duck Recovery.

Now some of you may have seen the word Duck and thought of the vehicle in the photo at the top of the page: the GM-produced DUKW (pronounced "Duck") used by the US military during WWII. However, I'm writing about a different type of duck op.

The Rubber Duck

The Rubber Duck is an operation that parachutes team members onto a body of water (usually a sea, near a coastline) with a Zodiac Rubber Assault Boat.

Stack of standard pallets.  These may be
locked into the aircraft floor.

Since the pallet is going to be lost,
cheaper pallets --like this -- tend to
be used for ducks and double ducks.

It works like this: Team members strap a Zodiac to a pallet, which can be locked down on the aircraft floor.

The outboard motor is removed, and placed inside the boat, atop several layers of "crush material."



This crush material is usually composed of thick cardboard honeycomb, which is designed to expend the energy of airborne impact as it (the cardboard) collapses.  Thus, critical and sometimes fragile components of an operation (such as outboard engines for boats) are hopefully saved, arriving in usable condition after being tossed out the back of a plane moving at 125 knots, 1250 feet above the ocean.

How you push a pallet. (Zodiac pallet is shorter.)

One school of thought holds that it's okay to strap rucksacks down in the boat.  However, it's been my experience that this is a good way to lose equipment.  Consequently, my team nearly always jumped while wearing our rucks, loading them into the boat once we hit the water.

Once the boat is palletized, the team loads a C-130, C-141 or other similar aircraft with it.  And, once over the drop zone, they assist the aircraft Load Master in pushing the palletized Zodiac out the back ramp.

Don't think the load master is a coward, just because he's
strapped into the aircraft.

As the Zodiac's parachute deploys, the team chases the boat out the door, parachuting into the ocean behind it.  (Or, in front of it, depending on how you view things.)

This photo shows a different type of boat being parachuted.  However, it's probably about the same dimensions as a "Double Duck" which I'll get to in a minute.

If this were an SF Duck op, the team would be lined up on the right side of the ramp, waiting to run off.

After hitting the water, the team ditches parachutes, dons fins (and sometimes mask and snorkel) and swims to the boat.  This is why team members RUN off the ramp behind the boat: nobody wants to swim a mile and a half to reach the darn thing -- particularly in open ocean.

When preparing to jump, team members hold the fins together, usually under the left arm.  The fins are held firmly in the left hand (which also grasps the left side of the reserve chute in a standard jump), with the ankle straps wrapped around the left wrist.  The fins are also often "dummy corded" (tied) to the jumper's equipment.

Mask and snorkel may be carried in buttoned pockets, or lashed firmly to gear, or taped down with "100-mile-an-hour tape" (military duct tape, which is Olive Drab on the outside, instead of gray). Rifles are loaded with one magazine, then wrapped in two plastic garbage bags (see-through kind), leaving some extra air inside to provide assistance in firing from the bag, if necessary.  Weapons are slung upside down and dummy corded to the jumper.  Sidearms are placed in large plastic baggies, then holstered securely. [Some teams like to strap weapons and load-bearing vests (LBE) to the rucksacks, but I always worry about losing my ruck.  Hence I tended to wear my LBE and weapon.  After all, my LBE had canteens of fresh water, pen flares, and other important survival equipment.]

Our local scuba team liked to jump wearing their gear over T-shirts and UDT shorts, or else in wet suits. Most of the time, however, my team jumped in full uniforms, knowing we'd need to wear them when we hit shore. (Conducting a surprise fire-fight in shorts and a T-shirt would not be fun imho.  The SCUBA Team, of course, expected to wear SCUBA gear into the shore landing, so they looked at things differently, expecting to change into uniforms after landing.)

Rucksacks hang off the jumpers' fronts, clipped on with two clips, just below the reserve parachutes. Each jumper carries a 20 to 30 foot length of 1-inch nylon tubing (or a rope) snap-linked to his equipment harness.  The other end is snap-linked to the frame of his rucksack, in which all equipment has been sealed in large plastic trash bags with most of the air removed.  The nylon tubing or rope is S-coiled into a cargo pocket on the jumper's hip, or into a side pocket on the ruck, for ease of deployment when needed.

On the way down, jumpers try to "slip" their parachute, or drive their "steerable canopy" parachute, in the direction of the boat, to cut down on how much time it takes to put the boat into action and move out.

Upon hitting the water, jumpers remove their parachute harnesses, letting the chutes sink.  They swim a short distance away to avoid becoming entangled in parachute lines as this happens.  Then, they get their fins loose and put them on.  Fins NEVER go on bare feet.  (I had scars for over ten years, because I repeatedly swam with fins on bare feet in pre-scuba school, because booties were unavailable to me.)

Jungle Boots

Dive Booties

Fins may be worn over booties, or military boots.  However, standard combat boots are designed to prevent excessive ankle movement and, in my experience, consequently inhibit efficient swimming with fins.  Wearing booties tends to solve this problem, but booties provide limited foot protection when landing on coral, or when conducting initial patrols inland to secure the beach.  I have found that regular issue jungle boots tend to provide all the ankle movement I need for swimming with fins on, and they permit me to cross beach, hinterland, or even coral with no problems.  Just be sure to wear socks!

After donning fins, etc. the swimmer (who used to be a "jumper" but it no longer jumping -- that part's over) pays out the nylon tubing or rope, that's S-rolled in one pocket, and starts swimming for the boat, towing his rucksack behind.  If properly prepared, the air trapped in the trash bag, inside the ruck, will provide slight positive buoyancy, keeping it barely afloat.

Upon reaching the boat, team members unstrap the boat from the pallet and let the pallet sink.  They then remove the snap-link that holds the nylon tubing, from their gear, and clip their ruck rope or nylon tube to the boat. After the ruck is secured, and still floating, they climb aboard and remove the parachutes, letting them sink.  After this, the motor is cut loose and fastened to the transom -- the (about two inches thick) wooden board that makes up the boat's stern.

This boat design is different,
but you can see the engine plate quite well.

The transom has a metal plate on it, called an engine plate, because this is where you fasten the engine.  The outboard is held by what are essentially two permanently installed, large C-clamps, which you screw tight to the engine plate on the transom.  It usually takes two guys to do this, if you don't want to lose the engine overboard in high seas.  And, engines are heavy, made of metal, and sink fast!  So, you have to be careful not to drop it, or all those folks who USED to be your friends, are going to be helping you paddle miles into shore. (Some far-thinking team members dummy cord the engine to the boat, until everything is clamped firmly, just for this reason!  It's still a pain to haul the engine back up, and get it going, but it sure beats the alternative.)

The fuel bladder is then hooked up, using the clip valve on the end of the long, thin rubber tube that connects the bladder to the engine.  If you're smart, you lash down the bladder so you won't lose it in high seas.  Rucksacks are pulled in and loaded aboard, and everyone gets situated.  Then the engine is fired up -- and you're off!

All of this stuff is best conducted at night, of course, to prevent prying eyes from watching your movements -- which throws a very special monkey wrench into everything: including finding the boat and getting it ready to go.

For this reason, red chemical lights are usually attached to the boat when it is palletized, and "cracked" (turned on) just before pushing it out the door.  The first person to find the boat usually climbs on top and waves a red chem light as high as he can, to assist others in finding the boat at night, in high seas.  Red is chosen because this color is a bit tougher to see.  Make of this what you choose.


Once the boat is "up" and everyone is situated, the coxswain drives the boat across the ocean, aiming to land at a desired location.  Navigation may be based on lights seen ashore, GPS equipment, magnetic compass and chart references, nautical navigation tools (such as tide charts and whiz wheels), or a combination of any or all of the aforementioned.

Scout-swimmers seldom wear rucks.
While, technically, you can take an M-16
and fire it almost as soon as you take it out
of the water, you may have problems if
water is still in the barrel.  This is why we
trash-bagged our weapons, leaving room
for air and expended rounds in the bags.

At a few hundred meters from shore, two scout-swimmers are put into the water.  These are usually the team's best swimmers, and they'll swim into the landing site, ensure no enemy are present, then conduct a reconnaissance before taking up security positions over-watching each end of the beachhead, and signalling the boat to come in (usually by flashing a pre-arranged Morse letter signal, using a red-lens flashlight).

How the boats come in: HOT!

Once the signal is received, the coxswain cranks the throttle and drives the boat hell-for-leather into the beach, trying to make it climb the sand as high as possible.  Coral is highly destructive to a rubber boat, so it is avoided if possible.  If the boat must land on coral, this will be made clear with a signal from the scout-swimmers, and the coxswain will slow as he approaches the beachhead to minimize damage.

After the boat is beached, the team will carry it inland, often deflate it, then try to hide it: burrying it, and/or camouflaging its location.  The boat location will be marked in the standard manner used to note cache sites.

Double Ducks

Double Ducks are run just like Rubber Ducks, but two boats are used.

The reason for this is simple: One Zodiac fits about half an A-Team, with their gear.  Any more, and it gets overloaded, which causes problems.  So, the team jumps in with two Zodiacs, instead of one.

When palletizing, the two Zodiacs are stacked on top of each other on the pallet.  Everything is strapped and lashed together, to form one cohesive package for the drop.  And, once everybody's in the water, the boats are pushed apart and each team works on its own boat, readying it for the run in.

A Double Duck makes landfall.

Duck Recovery

Duck Recovery Operations vary, depending on the vehicle being used to recover the boat(s) and/or swimmers.  And it's a place where the SF mantra of "That's wild, and undoubtedly quite dangerous, but we can do it," becomes something more like: "You've gotta be kidding me!"

I've spoken to SCUBA team guys who waxed long about the exciting experience of having a submarine surface with the conning tower just astern of the long ropes holding the team's two Zodiacs together.  The sub kept moving slowly forward as it surfaced.  When the conning tower caught up to the ropes, it caught them, and the two boats were swept back over the rear deck area of the sub.  As the sub came farther out of the water, team members used paddles to keep the boats from being swept over the side, and were later able to step from their boats onto the (relatively) dry deck, deflate their boats, and go below.

I've never done that one, but I have driven a Zodiac into a helicopter several times, and been on board Zodiacs driven into helicopters several more times.

(At left is the photo of a model of a CH-47 Chinook.  Though it's a model, I think it gives you the best look at the overall bird.)





The secret here is that the CH-47 Chinook helicopter does NOT float . . . but it does sink slowly.

Special Operations puts this fact to use, by letting a Chinook "land" in a body of fairly flat, calm water.  This doesn't work very well in open ocean, but can be done in inland waterways, on lakes, or in coves, etc. where the waves don't get too tall.



The pilot puts his rear ramp down, when landing, and keeps the rotors running (there are two rotors, fore and aft: see photo).  This provides lift, increasing the helicopter's "float" time.  Meanwhile, the team on the Zodiac drives as fast as they can get that little rubber boat to go -- right up the ramp and into the back.  The chopper's got about six inches to a foot of water in it, by this time, so the boat has water to run across as it comes in.  Just before entering the ramp area (Remember: the ramp is down, and lying under the water starting about five or six feet back from the open rear of the chopper!) the coxswain cuts the engine as his assistant unlocks the engine, permitting them to hinge it up and forward, lifting the prop out of the water.  The boat continues to coast, but team members rapidly grab the wide nylon webbing of the troop seats that have been folded up against the interior sides of the helicopter.  Team members continue to grasp this netting -- hanging on for dear life! -- as the pilot lifts off, moving forward, and all that water spills out, running in a river right out the back of the open ramp.  As the water runs out, the boat settles.  Eventually, the ramp is brought up and locked closed, at which point the team can let go and stand up, getting out of the boat.

At this point, the Zodiac may be deflated and the troop seats may be lowered so team members can sit in them for the flight back to wherever they're going (usually an intermediate staging area, where they leave the CH-47 and board a large jet transport like a C-141 to make the long flight home).

In my experience, however, since this recovery operation usually comes at the end of a long, exhausting deployment, team members often opt to keep the boat inflated, then flop in,on and around it to fall deeply asleep until the chopper lands.  If the Crew Chief, Pilot or Load Master decide to deflate the boat, however: it gets deflated.  Anyone who complains is usually invited to walk or swim home.

Oh, one other thought: this is also usually done at night.  And the coxswain is usually equipped with goggles to help him deal with the sea spray kicked up by the Chinook.  Unfortunately, not only is it dark.  Not only is the chopper marked with dim chem lights.  But, also: those goggles are usually pitted and scarred to near un-usability.  Consequently, finding that chopper can be tough.

Once, in training, it took me so long, as coxswain, that when we finally got to the penultimate moment, my Team Sergeant suddenly lunged back at me, knocking me to the floor of the boat, just as we shot under the open ramp of the rising chopper, gallons of water dumping on us and swamping the boat.  The Chinook pilot had decided he either had to fly, or sink!  So he chose to fly, of course.  I hadn't been able to see through the dark night, sea spray and awful goggles.  The pilot came back, though, and we did it again -- successfully this time.

That's it for now.  See you in two weeks!
--Dixon

Troubled Minds

This has been an awful week for me personally. After hearing about the death of always creative and funny icon Robin Williams and all that sadness entailed, we hear about the death of the beautiful Lauren Bacall. Of course, there was a big difference.  Age for one thing, Betty Bacall was eighty-nine years old and had lived a full and I imagine a reasonably happy life. Her great love was Humphrey Bogart and by all accounts their marriage was happy and fulfilling. Although it was cut short by his early death.

Robin Williams was only sixty-six, and I say only because I have long since past my sixties and that seems reason enough to say "only." But we discover that he was a man who has fought depression for a number of years. But he had given up his addictive drugs and seemed to be on a fairly good path. Problem is, we just never know. Little things can send a troubled mind off into the abyss and into that awful land of suicide. His television show had been cancelled and he recently had been diagnosed with Parkinson's Disease according to his wife. Those two things are enough to slam even the hardiest of us right into the gut, but to someone who deals with clinical depression and someone who perhaps is bi-polar it can be devastating. No one except a person who has dealt with such depression can begin to understand.

Jerry Healy

On Friday, I learned along with many others in the writing game, Jeremiah Francis Healy the lll had also died.  He had completed suicide on Thursday evening. Jerry Healy aka Terry Devane was only sixty-eight years old. This was the hardest blow for me to take as I've known Jerry for years and years and been around him, bar-hopping, playing poker, eating meals, laughing and talking about writing for hour upon hour. There was a time when I went to at least two mystery conferences a year, the main one being Bouchercon. And it was at these fan and writer outings that I spent time with Jerry, along with a cadre of mystery writers. Jerry was a graduate of Rutgers College and Harvard Law School and was a Professor at the New England School of Law for eighteen years. We always teased him about his preppy look. But he could carry it off if anyone could. Probably that big smile of his made us forgive him.

He was a member of Private Eye Writers, a Shamus Award winner and nominee and was the President of PWA. For several years I was the editor of their newsletter, Reflections in a Private Eye and because of that Jerry and I spoke on the phone occasionally but, more often we e-mailed back and forth. Jerry wrote over thirteen novels featuring John Francis Cuddy, Private Eye Series and two short story collections with Cuddy. Fifteen have been either nominated or won the Shamus award given by the Private Eye Writers of America. In 2001, began the legal thrillers featuring Mariead O'Clare, written under the name of Terry Devane. The third, A Stain Upon The Rose was optioned for a feature film. He was also a President of the International Association of Crime Writers and traveled extensively in Europe.

I personally never would have guessed that Jerry suffered chronic depression, however, I do know that it seems to be a regular visitor to creative people. I imagine all the times I was around Jerry, he was in his element, being with fans and writers and discussing writing projects and the writing biz. At those times the depression was at bay.

Since Friday, I have learned one thing that I did already know but learned much more about, was how many upcoming writers that Jerry helped. He shared stories and ideas and encouraged them especially new writers coming up. He helped me quite a lot and blurbed my first book. And I do have a bit of insight into why Jerry was always helping.

One early morning after an all night poker game at Bob Randisi's headquarters (our usual game room) Jerry insisted in walking me back to my hotel room. It was only across the street as I recall but being the gentleman he was, he didn't want me out on the street alone at four in the morning. We were strolling along, in no particular hurry, talking about receiving help from other more advanced writers. I remember saying something like, I can never repay the writers who have helped me along the way. Jerry said, something like, you can't even begin to repay them.  But let me tell you what Mary Higgins Clark told me.

Right after Jerry's first book was published, he attended the Edgars meeting in NYC. Since he lived in Boston, this was not a big deal for him. However, a few people knew he had recently published his first book. Somehow, Ms Clark found him and invited him to a party at her apartment.  Seems everyone who was everyone was going. Jerry went still not knowing how Mary Higgins Clark knew who he was and during the evening he found himself talking to Ms Clark and two or three others and he said to her. I've been lucky in that I've had so many other mystery writers who have helped and encouraged me along the way. I'll never be able to pay them back for all they've done. Without missing a beat, Mary said, "Don't even try it. You'll never be able to make up. But what you can do is pay it forward. You can help others who are coming along and in that way you are giving back to all the ones who helped you."

Jerry took that to heart and I read over and over from a large number of FB people how Jerry had helped and encouraged them in their writing. He also helped when he learned they might be having a personal crises. Jerry would pull them aside and give them encouragement. And each person said what a genuine, warm and kind person he was.

If I thought for a while I could come up with story after story of Jerry and some of the funny things he did. Or the gentlemanly things he did. But thinking too hard about those stories are a bit to difficult to think of right now. My heart is too full of our loss. But two stories did come to mind.

Once a group of us had a joint signing at a mystery bookstore, maybe in Bethesda. After the signing, everyone was trying to get a taxi to go back to the hotel. I got back with a group of writers and I saw three or four older ladies getting out of a taxi with Jerry Healy. The ladies had huge smiles on their faces and I thought to myself, Jerry just made the day for those fans. They will never forget his taking the time to visit with them and what a gentleman he was.

The other story is one that I hope will give you a smile.  A number of private eye writers play poker in Randisi's room. The game is by invitation only and I had the honor of being the first female who was asked to play. For several times, I was on the "B" team, meaning I could only play after one of the "A" gave up or was wiped out for the evening. One Saturday night at Bouchercon, after the banquet a group of us met up in the hotel lobby to head for the poker game. There were four or five of us and we walk in the hotel room to find Jeremiah Healy, all alone in the room, sitting alone at one of the tables reading a book. We were taken aback. What in the world was he reading? How To Win At Poker. Needlessly to say, we all fell out laughing.

Goodbye, my friend, I love you and miss you. Much love to Sandy. the family and all the many, many friends who also loved and will miss Jeremiah Healy III. RIP

At the Healy's cabin in Maine in 2003. I stayed there while attending an author day event at Five Star Publishing. Jerry demonstrating an electric bug zapper which looks like a tennis racket, the stuffed animal is the victim. Note the evil grin on Healy's face.

Break in Contact

Because of a shift in the blogging schedule, I took a blog vacation for a couple of weeks.  I neither read nor commented, and I hope no one minds. It was a good time for it, because my son started back into school (a new one) last Wednesday, my mother-in-law came for a visit (I like her quite a lot, so that's not the problem some might think it to be), and my older son's motor scooter broke down at the same time my jeep went on the blink.  Consequently, I've spent quite a bit of time acting the part of family chauffeur, lately, driving my wife, daughter and son back and forth to work at different times of the day (and sometimes pretty late at night).

I don't mind all the driving.  In fact, I've always enjoyed driving.  One of my favorite activities during my army days was driving trucks, sometimes with trailers, under difficult conditions.  I feel (and others have commented) that I handle a "deuce-n-a-half" in the field, the way other people handle a sports car on a slalom. A "deuce" is  a 2.5-ton army truck, for those who don't know, which means it can carry 5 tons of load when driving on standard paved roads, or half that load when driving cross-country.  And, a "deuce" excels at running cross-country.

In fact, you can even plow down small trees with one if you have to.

I know; I have.  When I had to.

No, all that driving hasn't bothered me.  And neither has the extra time spent with individual members of my family.  Driving my wife, or one of the kids to or from work is one of the few times I get the chance to speak with them alone, without others wanting my attention.  And that's nice.  It provides an opportunity to discuss personal things, to engage in conversations that might otherwise be difficult to hold.  And, my son's girlfriend sometimes tags along, and she's an English major studying creative writing at Arizona State, so we have fun conversations about writing.

I like the driving. I like the extra time with family. But I find it difficult to set and maintain any sort of schedule when my own schedule is driven by several other people's schedules. My wife is no problem: she goes in around eight in the morning, and I pick her up at five. My younger son is no problem either: he rides his bike to school in the morning, and I supervise his homework when he gets home in the afternoon. My older kids, however, both work part-time jobs that start and end at odd hours.  And they work rotating shifts, which means their schedules vary greatly from day to day -- sometimes even changing during the day.

All this mish-mash of schedules has me considering a very special problem.  One that's all my own.

The Fragility of Writing

I don't know if you have this problem.  I'm sure that some writers don't suffer from it, while others probably do.  I envy the former, and commiserate with the latter, because I find writing a very fragile thing.

Seems to me, there are different types of fragility, of course, just as there are different ways of interpreting the word 'fragile.'

My father-in-law, for instance, a retired postal worker, has been known to comment: "Ah!  There it is again, that word fruh-gee-lee.  I think that's an Italian word, means: Throw this hard at the wall and see if it sticks!"

I did mention that he's a retired postal worker, right?

While I don't know if it's true, I've heard that diamonds are difficult to scratch, but can shatter quite easily if smashed by a heavy solid object.  Something to do with their structure, evidently.

Other materials, such as steel, may have great tensile strength (essentially meaning they're hard to bend), but relatively poor compression strength (not standing up so well when smooshed).

For me, story writing has a very special sense of fragility.

Whenever I read about a writer who works as a successful  lawyer or doctor, is deeply involved in raising ten kids, plays semi-pro volleyball or something as a hobby--yet, has still managed to publish six thousand books and two gazillion short stories in multiple genres--I figure the following:

(A) This is someone with excellent time-management skills.

(B) This is not someone who finds story writing as fragile as I do.

I believe I've mentioned before, on this blog, that if I had my wish, I'd write behind locked doors with red and green lights above them.
I'd control which light was on with a switch: green if I'm not busy, red if I'm writing and need to be left alone.  Maybe I'd add an amber light for when I'm ruminating, casting around for a good idea or something that catches my fancy, ready to hit the red light when something gelled.  I'd stay locked-up with that red light on for as long as it took to complete a single work -- days, weeks, even months -- ordering out for food, cigars, soda, etc., and only coming up for air when the job was finished.

This isn't because I detest my fellow man, or don't like spending time with my family.  It's because one of the ways I find writing most fragile is through what I call "break in contact."  I might be chugging along, writing great stuff, knowing just where the train is headed--and if I'm left alone, I'll get there--but, if my work is interrupted, that break in contact, a time when I'm not engaged with the story, causes problems.

When I sit down to start back in, I often find I've forgotten key transitions that I'd already worked-out in my mind, as well as phrases that seemed perfect for upcoming spots.  Sometimes simply a key word goes AWOL in my absence, evading all my attempts to recall and employ it after my return, occasionally never resurfacing.  (This is most galling when I only recall the word while reading the final copy of the story, once it's been printed in a magazine, and I find myself lamenting: "Arg!  That other word would have been so much better there!")

I've tried writing notes to myself, or even outlines, so that I'll remember this stuff when I get back to my desk.  But I find this brings me up against another aspect of writing's fragile nature.

I once knew a writer who warned me not to ever "talk out" a story.  She claimed that if I got a story

© Marie-Lan Nguyen / Wikimedia Commons / CC-BY 2.5

out of my head, before I got it down on paper (or into a computer, these days), I'd lose the inner drive, the need, to get it out again.  I think the idea here is roughly akin to letting the steam out of the boiler on a steam engine.  You might get up a good head of steam, but if you let it all escape through a stop-cock, there's nothing left to drive the engines.

I've found that if I outline a story, every important transition or phrase that I jot down opens a little stop-cock, letting off some of the pressure in my head.  It doesn't take many open stop-cocks -- particularly if they're open for awhile -- to make me lose what I need.  It's as if the motive force, driving my writing, just evaporates.

This is one reason why I often write late at night, or in the dark hours of the morning.  No one is around to interrupt me after they've all gone to bed, and -- after sometimes driving my daughter to work at 3:45 a.m. (she has to be there at 4:00), I have a couple hours to write before folks start getting up.

Except for our cats, of course, who -- for some reason -- seem to insist on being fed!  Then they want to come out on the balcony with me, so they can hang out on the window ledges and watch birds flit through the trees.  I try not to let this bother me.

I'm interested in hearing if any of you find your writing work to be somewhat fragile in nature, and what you do to address this problem.

See you in two weeks!
--Dixon

Have You Seen This Book?

PBY Catalina

I once read a wonderful non-fiction book about a man who flew early seaplanes -- including the PBYCatalina . Though, due to his nationality, I believe he called it a Canso in his book.

He didn't start out in a PBY, however. Suffering from malaise brought on by his experience as a pilot (fighter pilot, I think) in WWI, he bought a small second-hand seaplane. He also purchased a tent, packing it and his few belongings into this fragile, floating biplane built of canvas stretched across a light wood frame. I suspect the plane may have looked a bit like the one of those below.

This work was autobiographical, you see, and the man who wrote it lived in Australia or New Zealand. I’m not sure he was originally FROM that down-under portion of the world; he may have been born and raised in England, or one of the other Commonwealth countries. I’m afraid I just don’t remember. I read the book too long ago. But, I know he knocked-around there after the war.

He and his dog spent a few years flying that tiny, wood and fabric seaplane from secluded inlet to unoccupied small bay, around Australia or New Zealand, sometimes venturing to a deserted island or two. They’d fly in, and he’d anchor the plane off an empty beach, fishing for food, camping on the coastline, playing with his dog, staying for a day, a few days, maybe a week or two before moving on.
He rigged a rod on a spring, which he dropped down to hang vertically from the side of the fuselage when landing at night. He called this “my fishing pole,” and used it to gauge his altitude above the waves when landing during low vision conditions—not a stupid guy. When he needed fuel or foodstuffs he couldn’t scavenge, he’d land in a harbor and find work to supply the funds he needed to keep going.

His was a happy vagabond’s lifestyle during that time, chosen in order to escape the bonds of gravity, freeing him from the earth and worldly cares. An antidote to civilization, we might say. Though, to him—and I don’t believe he ever states this outright—I think it proved an antidote to the mechanized mayhem he’d witnessed on the battlefields of Europe. A sort of mental pressure relief valve, perhaps. He took the one, really good thing he’d gotten from the war: his knowledge of aviation. And he used it to erect a gateway to the rest of his life.

He and his dog bummed around the world down under, until he was approached by a fellow looking to build a new airline there. Then, he began flying for pay, charting flyways across the continent and to local islands, with his boss, later flying passengers and freight along the routes they’d laid down.

As I mentioned, I read the book several years ago. But, if memory serves me right, that airline job didn’t last too long, before he was tapped to fly anthropologists, geologists, geographers and other explorers among the islands of the south Pacific. His flying and navigational knowledge soon led to
his being asked to staff aircrews trying to set new distance records, or connect spots on the globe by air for the first time. I believe he even helped scout and establish the routes Pan American would use for their trans-Pacific flying boat service.

In truth: His writings came as an unexpected, and extremely pleasant surprise to me: an aviation book, written by an aviator, filled with technical information presented in an exciting manner, because this technical data was all part and parcel with the decades of flying adventures described in his narrative.

Over time, he found himself at the controls of larger, more expensive and more powerful flying boats, capable of covering much longer distance between refueling. I think he even wound up flying several of the early PBY models during this time, such as the aircraft in the photo on the left.

He worked with others, setting distance records, or making first-time flights between remote, tiny specs of land dotted among the vast enormity of the indifferent Pacific Ocean. An ocean known for devouring even the bones of many adventurers, swallowing them whole into its mysterious depths, leaving only a question mark to float through history. His was not a boring life.

When WWII came along, he volunteered for the air corps, and was stationed in Nova Scotia, or
Iceland, or somewhere like that, flying PBY’s on search and rescue and anti-submarine patrols. After the war, he returned to the south Pacific, helping to set records by flying between South America and Pitcairn Island and Australia—places like that at least. I no longer remember most of the details.

I recall, however, that at one point, while crewing a PBY on a distance record flight over the ocean, they suddenly ran into a problem. They couldn’t transfer oil from one engine to the other, and one of their engines needed more oil, or it would soon burn out. He pulled the short straw, and thus—in mid-flight!—had to climb out onto one of the angular struts holding the wing up. 

This photo shows the angular wing struts on the PBY pretty well.

There, he tapped that engine’s oil pan and filled a can with oil. Then he struggled back inside the fuselage, clambering back out on the other side to partially fill the other engine’s empty oil pan. This process had to be repeated several times, during the flight.

Can I vouch for the veracity of such an occurrence? How could I? I have no idea if such a thing would be possible. The way he wrote it, however, I could feel his sheer terror while out on that wing strut, frigid wind whipping his hair and clothing, making his eyes water, the vast unforgiving Pacific yawning far below his tightly grasping feet and hands as the wind whipped the oil everywhere, turning the strut slick between his fingers. Yet, he presented the information almost as if saying: “Well, you know, that’s the sort of thing you had to do back then. It was just a job.” In sum, I wound up believing his story completely. I don’t doubt it at all—impossible as it may sound.

I learned a lot from this book.

I learned that the way to look for an island in all that empty ocean, was not search for the invisibly small speck of land, but to look for the clouds that always rose up over land in the middle of the sea. These clouds were the flag that spoke of the islands below, and a good pilot listened with his eyes to what they told him.

So too, he knew the proper sound and feel of his aircraft, the way I know the sound and feel of my wife’s car or my jeep. When something went wrong, he could hear it, feel it through the controls, as if the plane were a living thing in his hands. He spoke of the gauges, and what they meant—usually when describing what he suspected had gone wrong with the plane, nearly always when they couldn’t land.

I learned that seaplanes, flying boats, can’t land on the open ocean. Not really. Not without running a high risk of coming to grief. The swells of the open sea are just too much for a seaplane to take, on landing. Instead, landing requires a bay or inlet, some stretch of water protected from such high seas, so the surface is calmer, flatter, smoother, giving the aircraft a much better chance of staying in one piece during the touch-down impact.

As I say, this book taught me a lot. But, much of it has fallen out of my memory over the years. And, now, I find I need this technical information he shared.

Unfortunately, I can’t find the book! The library I checked it out of, says it was almost never borrowed (a truly sad fact imho—It’s a glorious read!), so they sold it for probably around 50-cents. 

I’ve Googled and searched and tried library sites. But, I don’t know the title or author. I’ve even tried looking up the names of men who crewed aircraft on record-breaking runs in the south Pacific—all to no avail.

So, if you, or someone you know, happens to recognize the book I’ve described, and you can give me any info that would help me find it again, I’d really appreciate it.

You can just place the information in the comments section. I’ll have my notification button turned on.  So, even if you’ve stumbled across this post years after I’ve put it here, please leave me any info you have: I’ll get an email notification that you’ve posted here.

Thanks! And, I hope the rest of you have gotten some little something out of this post.

See you in two weeks,
--Dixon

How We Infuriated Two Generals and a Town Mayor

(For those wondering why my comments disappeared for a while this week, all I can say is that I was recovering from horrifying flash-backs brought on by Leigh’s kidney stone post. LOL)

Two weeks ago, I posted here asking what readers thought of mixing romance and mystery genres.

I wondered: When do the two genres make a good fit, why does this happen (or not), and how can a writer mix the two genres to best effect? I received many excellent comments, which I’ll talk about in my post on June 27th.

I’ve also thought a lot about those comments, as well as other ideas associated with genre mixing, and have formulated an idea I’d like to submit here. That, too, will have to wait until my next post, however, if you don’t want to read something seven pages long.

So, in the interest of brevity (he said, a bit deceptively), I will first tell you a humorous story that is very important to the idea I plan to submit for your comments on the 27th. It’s about how explosions create sine waves, and ways in which the amplitude of these sine waves may be manipulated—which probably sounds as entertaining as doing the laundry. But, please: bear with me. I think you’ll like this.

A Quick but Important Explanation 

Harmony and resonance are two terms most people probably identify with music. Being more comfortable with explosives than music, however—as my grade school band leader could undoubtedly attest!—I’m probably more inclined to think of harmony and resonance in relation to shockwaves created by the carefully synchronized detonations of properly located charges.

These shock waves, created when explosives are detonated, manifest themselves as sine waves that travel through those items targeted for demolition. In fact, according to explosive theory, they are largely the force that does the dirty work: tearing steel girders apart, punching holes through reinforced concrete, or throwing dirt high into the air while creating large holes in the ground.

They don’t just travel through the demolition target however. These explosion-created sine waves travel through the surrounding earth and air (or, in some cases, water), and can sometimes be felt miles away from the blast site, usually manifesting themselves as a rumbling roar and causing plates or windows to rattle, walls to crack, or glass to shatter. 

How I Learned to Play With Sine Waves 

Using sine waves to proper effect is an important part of explosives theory, of course, which I learned in the demolitions portion of the Special Forces Qualification Course.

Years after I graduated the Q Course, however, and was on an A-Team, we had a fellow from a civilian blasting company come out to share information about how he used explosives to break up rock at a nearby quarry. Around twenty of us (SF Demo Sgts.) went down to one of the demolition ranges at Ft. Bragg, where we met a nice young man. His boss had sent him down there, saying the young guy might learn something, too, if he kept his eyes and ears open while working with a bunch of SF guys. He proudly showed us the sausage charges and “nonel” ignition system he used, as well as his computer.

Then, we monkeyed around with them in a manner that really freaked this guy out, and got us in trouble.

What We Played With

The “sausage charges” he brought were well named. These low-order explosive charges really did look like oversize Jimmy Dean sausages—the kind that come stuffed in plastic tubes at the grocery store. Each tubular plastic-wrapped charge was probably about two feet long by four inches in diameter.

nonel fuse

The nonel fuse ignition system, which he commonly used to set off his charges, came with a blasting cap factory-installed on one end of each short fuse section. This fuse was tiny, compared to standard time fuse, probably about a sixteenth-inch in diameter and bright orange. It was also a bit stiffer than time fuse.

“Nonel” is considered an instantaneous non-electric firing system because that thin, orange plastic-tubed “fuse” carries a powder train designed to ignite at the rate of around 2000 meters per second. Thus, the person doing the blasting (called “the blaster”) connects a firing machine to one end of the nonel, then pulls a trigger, or pushes a button, which creates a spark that ignites the powder train. The flame shoots down the length of the fuse at around 2000 meters/second, finally shooting a brief spit of flame into the blasting cap at the far end and—BOOM!

Nonel is not really instantaneous, of course. It takes a little while—maybe half-a-second, or a second or two—from the time the blaster hits the button, to the instant of explosion, depending on distance from blaster to initial charge. But, nonel ignition is fast enough; it’s generally considered instantaneous.

Nonel clipped together for firing.

Nonel fuse is available in large rolls, so the blaster can get some ‘standoff distance’ before detonating his/her charges. As I mentioned earlier, however, it also comes in short sections. These sections can be rapidly and easily clipped together, and the ones we were using had 25-millisecond delays built into them.

The photo above, right, shows a short segment of nonel with a blasting cap at one end and the clip at the other. The photo at left shows multiple nonel fuses linked together.

How It’s Supposed to Work

Our visiting quarry blaster normally used his computer to create a model, which told him where to place his charges and how many milliseconds to delay each detonation by, in order to reduce the impact on people or structures in the local area.

By placing his charges where the computer told him to and using the computer-suggested time delay between detonations, he was able to cause the explosive sine wave created by one detonation to be cancelled out, when it collided with the sine wave created by the next detonation, and vice-versa.

You may recall, from my earlier posts about explosives, that ‘low order’ explosives may be thought of similarly to ‘low gear’ in a truck—they push and heave heavy things, like dirt and rock. This means their sine waves are very powerful. So, using distance and time-delay to cancel-out the sine waves created by these explosions strongly muted what, otherwise, would have been a series of long, deep sine wave vibrations created by low order explosives, from shaking up people in the surrounding areas or potentially damaging buildings hit by the deep sine wave’s rumbling THUMP!

Roots of an Idea

The first time we took the explosives down-range and set them off, we did it the way the guy suggested. We wanted to see how well the technique worked. And, it worked pretty well. In fact, the result was rather boring.

Each man set up two charges, for a total of around forty charges. Since the blaster had only brought a limited amount of ‘standoff’ nonel fuse along, that day, we used time fuse to detonate the initial charge, daisy chaining the rest of our charges with those nonel sections that incorporated the 25-millisecond delays.

Forty charges went off, each about 25-milliseconds apart. Nothing to write home about. There wasn’t even a satisfactory big THUMP! in the ground beneath our feet, because the charges had canceled out each other’s sine waves.

While walking down to plant those charges, however, a few of us, who’d been talking it over, asked the visiting quarry blaster if he thought adjusting the calculations for charge location and timing, in ‘thus and so’ manner might result in something a bit more exciting.

“Oh, you wouldn't want to do that,” he said. “That might increase the amplitude of the sine wave instead of canceling it out.”

“Exactly!” we responded, smiling. At this point, we reached the location where we had to fan out and start planting our charges.

We couldn't ask him more questions on the way up the range to the bunker, before firing that first shot, however, because he wasn't with us. Evidently, he’d used nonel all his life, and never dealt with time fuse before.

When we ignited the time fuse, to set off the initial charge, his eyes went wide and he said, “What are you doing?”

“Igniting the time fuse.”

“While we’re still here? Standing beside the charges!?!”

“Well, we’ve got four and a half feet of time fuse. That’s enough to let us get back to the bunker.” 

“But … we aren’t leaving!”

“Right. We have to make sure the time fuse is burning, first. Then, we’ll remove the mechanical matches from the fuse, so we can reload them.”

“WHAT!?! The fuse is burning? NOW?”

“Yeah, see how it’s melting here? That’s good. In just a minute we’ll be able to remove—”

But that guy was gone, buddy! He looked like a character on Scooby Doo, legs churning wildly as he smoked-it back up the hill to the bunker.

The rest of us followed at a leisurely pace, a few of us discussing our idea of increasing the sine wave’s amplitude. We figured the idea made sense, but we had to decide how to calculate for it.

How We Pissed-off A Lot of People

When something happens that changes the size of a sine wave, it’s called Amplitude Modulation. When the quarry blaster used his charges to cancel out his explosions’ sine waves, that was just another example of amplitude modulation. And the small group of us, who’d been discussing how to increase the amplitude of the sine wave, were really discussing just that—amplitude modulation.

By now, we’d formulated a few ideas about how to accomplish what we wanted. So, while standing in the bunker, waiting for the time fuse to burn down, we quizzed our visiting blaster about what he thought.

He professed not to know, saying there was no way to tell what the result would be. He even kept claiming he didn’t know what formulas his computer used to arrive at its conclusions. Naturally, a bunch of guys who walked around, on a daily basis, with umpteen charge formulas, relative effectiveness factors, and other arcane explosives details in their heads, found this claim a little suspect. Besides, he kept interspersing this claim with the statement: “You guys are scary. You’re really, REALLY scary!”

Unfortunately for this fellow, he’d chosen the wrong words.

His repeated “You’re scary” encouraged us to believe we were on the right path, so we continued with our discussion. And, other guys heard this repeated phrase and came over to find out what he was talking about. After all, they wanted to be scary too.

By the time our first set of charges had disappointingly gone off, everyone was discussing the idea. In the end, about fifteen of us decided to experiment with a rudimentary formula on the next shot, while the rest decided to just adhere to the original plan.

We ran our calcs, then took our charges (two per man, again) down-range and planted them. This time, our visiting blaster decided not to accompany us, staying at the bunker and trusting the sergeant in charge to connect his standoff line to the daisy-chained line segments.

With everyone back up in the bunker, the visiting blaster hooked up his blast machine and fired.

The charges of the first five guys—ten charges total—went off, cancelling each other’s sine waves.

Then, one by one, the next thirty charges went off …

… the sine waves building on each other as they went along.

Each time another charge went off, the blast got louder, deeper and more satisfying. Soon, though we wore earplugs, we had our hands over our ears, and the ground beneath our feet was dancing a nice jig. Finally, it all came to an end. The final shot was not visually exciting, but the roaring cacophony and deep thump in our feet were truly GLORIOUS!

Amid an extended round of whistles, yells and cat calls, I turned to look at the young quarry blaster. I can still see him in my mind’s eye: blonde hair sticking up on one side, where he’d yanked on it with his hand, face ashen, eyes wild. He looked as if he’d just survived a strafing run by an A-10.

I was still laughing when the field phone in the bunker went off. People were making a lot of excited noise, but the instant the sergeant in charge, who’d answered the phone, popped to rigid attention, all noise cut off abruptly. We knew what his behavior meant. It was Pavlovian, and we’d all responded in similar manner in the past. Every man in the bunker knew: somebody BIG was tearing into the sergeant on the phone.

In the sudden silence, we could hear the angry voice bellowing on the other end, but not what he was yelling. On his end, the sergeant just kept answering with things like: “Yes, Sir!” “Only twenty charges, sir!” “I’m sorry, sir. That wasn’t planned.” “No, sir. It wasn’t intentional.” “I understand, Sir!” “It won’t happen again, sir!” “Yes, sir! Yes, sir!”  He concluded with the phrase: “Crystal, sir!”

After he hung up, the sergeant turned his back to us, asking: “So, I know most of it’s missing, because it just got royally chewed off, but . . . have I got ANY ass left?”

He explained that the caller had been the General commanding the 18th Airborne Corps and Fort Bragg. In other words, this was the guy who issued the commanding generals of the 82nd Airborne and 101st Airborne Divisions, and several other major units, their marching orders. He had none-too-gently informed the sergeant that his staff was receiving reports concerning our little science experiment from across Ft. Bragg and the gate town of Fayetteville, as well as personal phone calls from the commander of Pope Air Force Base next door, and the Fayetteville mayor who was upset that shop owners were complaining of damaged merchandise.

To top it off, the 18th Airborne Corps Commander’s wife had called him directly, to complain of a house that rocked from the blasts and windows that had threatened to shatter—as well as an expensive antique China tea set that had been bounced around, and which she was currently inspecting for potential damage.

“Pray the tea set has no cracks,” said the sergeant. “The general said he’d call me back, if it was damaged.”

Thus, our little science experiment ended— at the direct orders of the 18th ABN Corps Commander.

Thankfully, the sergeant in charge never got a call about the tea set. But, I never forgot what I learned about amplitude modulation that day, and the way it can depend on location and timing.

And, that’s the take-away I want you to remember for my next post, on June 27th.

See ya’ then!
—Dixon

The Romance of Mystery

There is something innately romantic about a well-wrung mystery, isn’t there?

The intriguing allure of Character entwined with Occurrence, sensuously dancing across the tight-sprung terrain of Setting.















The syncopated gyrations of Crime and Motivation bumping against the carefully mitered couple of Puzzle and Solution . . .








             

. . . while Suspects and Red Herrings crowd the dance floor or sit this one out.

And, through it all, a Question.

A Quest.

To find some Truth or McGuffin that rented the ball room or cheap dance hall, arranged a rave in an empty warehouse—or perhaps just switched on an inexpensive stereo, in a living room with a small space cleared—and called the dancers together.






 It called a time and place, to set all in rhythmic motion.

To me, there is no question about the presence of romance in mystery.

But, is there room for Romance in Mystery, one genre enfolded in another? That’s the question that strikes me, today.












Why? It’s been running in the low hundreds over the past few days. The true heat of summer still waits in the wings, but there can be no question that the short, pleasant, breezy days of balm we call Springtime here in the desert are over. I love the heat of summer, in a painful way I can’t explain. But, during this transitional crux, crossing Summer’s threshold as it were, I miss the biting chill of dark morning, before the rising sun can burn it off.

And this has me thinking Spring thoughts, about Romance sub-plots in Mysteries. Be they short stories, novels, stage plays, radio plays or movies, how often do mysteries seem to contain an element of romance? Does romantic entanglement belong there, or not? Does it work sometimes? Why or why not? Is there some arcane secret formula that allows a writer to skirt the problem of the romance of the Romance clashing with the romance of the Mystery? If so—what is it? And, why and how does it work? These questions and more rebound against the walls of my mind.

All my answers elicit more questions, which thicken the horde of swirling, gnashing unknowns.

Which leaves me asking you, Dear Reader: What are your thoughts on the subject?

--Dixon