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Product Details
| ISBN-13: | 9781462026432 |
|---|---|
| Publisher: | iUniverse, Incorporated |
| Publication date: | 07/08/2011 |
| Sold by: | Barnes & Noble |
| Format: | eBook |
| File size: | 947 KB |
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NO ETA
THE PIONEERING DAYS OF SKYDIVINGBy Dick Fortenberry
iUniverse, Inc.
Copyright © 2011 Dick FortenberryAll right reserved.
ISBN: 978-1-4620-2642-5
Chapter One
"Holy shit, what now?" I would find that this phrase would follow me around like a wounded water buffalo and play a big part in my next two careers. It covers such areas as "What the ...! Where the ...!, Why the ...!, and How the ...!, and is usually uttered when, in aviation terms, you run out of airspeed, altitude and ideas all at the same time. Only one other phrase emits more total frustration and in some cases, finality, and that's "Oh Shit!" But on this day, December 28, 1960, I was trying to figure out why my parachute was tilting so badly and why I was hanging at a 45 degree angle in the harness! Just a few seconds before, I had been filming Danny Byard in a 120 mph freefall over Sicily Drop Zone, Fort Bragg, North Carolina with an 8 millimeter movie camera strapped to my helmet. At 2,200 feet, I pulled my ripcord to open the parachute. Instead of the normal, steady, 3 to 4 "g's" we experienced during the opening shock, I felt two separate jolts. Now I was watching, with some concern, as my parachute was going through stages of opening and closing. I figured that I had a 50/50 chance (a lot of things I do don't add up) of hitting the ground during the open phase. I also figured that this meant I had a 50/50 chance of hitting the ground like a sack of you know what. I didn't like the odds!What led up to this predicament occurred about three months prior when Loy Brydon, a fellow member of the Special Warfare Center Sport Parachute Club, and myself, found out that the Air Force had 300 B-12 type survival parachutes that they were going to cannibalize. Loy and I got in his pickup, hired a U-HAUL trailer and headed for Augusta, Georgia where this dastardly deed was to take place. We convinced these Air Force cannibals that we had a thousand uses for the outdated parachutes at Fort Bragg, and "No Sir, we would never consider jumping them!" So we loaded up our booty and headed back for Bragg, arriving exhausted but ready to start our "unauthorized" research and development program.
There were three Sport Parachute Clubs at Fort Bragg; the Special Warfare Center, which was mostly Special Forces, the 18th Airborne Corps and the 82nd Airborne Division. The sport was in its infancy with very little governing as nobody knew what the hell we were doing, including us. What was normal procedure or policy had probably been discovered that day. We were hungry for adventure, thirsty for knowledge, Gung Ho and rearing to go and we had 300 beautiful, outdated, obsolete and illegal parachutes to do it with. And of course, Loy and I being the straight shooters we were, divided the bounty equally between the other two clubs, 75 parachutes for each of them and the rest for us! So much for straight shooters, this was a golden opportunity and we were not going to let it pass.
The B-12 survival parachute was the mainstay for the Air Force and the Army in the early 1960's. It was made up of a #8 nylon webbing harness, nylon pack tray with thin steal ribs inside and four flat bungee cords on the closing flaps. The canopy was 28 feet in diameter with 28 suspension lines attached to four 3 foot risers that connected the whole thing to the harness by two cape wells. The nylon material between the suspension lines were called gores and went from the skirt, or bottom, of the canopy to the apex.
To get a basic idea of how it worked, the gores were neatly folded, the skirt evened up (this was critical), the canopy was then folded into a long fold, (which was the width of the pack tray), the suspension lines were then stowed into the pack tray with rubber bands, and the canopy accordion folded on top of the lines. A spring operated pilot chute was attached to the apex and was positioned on top of the canopy. The pack tray was then closed and secured by four pins that were attached to a ripcord cable with a handle on the end. When you pulled the ripcord handle, the pilot chute would come out and act as an air anchor. As the parachutist fell away from the pilot chute, the canopy would extend, the lines play out and the parachute would open, (hopefully), and the body ceased to be a projectile and became a passenger.
The basic design worked well, but a few modifications had been introduced by various individuals. The most notable of these changes was to put a sleeve over the canopy, stow the suspension lines onto the sleeve and attach the pilot chute to the apex of the sleeve. This slowed down the opening process and resulted in a much reduced opening shock. It also cut down on the malfunction rates. (Forgot to mention those, didn't I?).
Okay now, we can't just be floating around at the will of the wind, can we? No telling whose back yard, chimney, swimming pool or barbecue party we may end up in, not to mention highways, byways, trees and telephone wires. The later happened to a friend of mine resulting in a burn so severe that his arm was useless for the rest of his life. Anyway, to counter the effect of the wind, the parachute must be steerable. This meant a forward speed (I use that term sparingly) and a turn rate. The original design was simply to cut out the "gore" directly behind the canopy and add a "guide line" to each side of it allowing you to redirect the out rushing air and making a 360 degree turn somewhere between sunup and sundown.
The next modification was the one that affected my current dilemma. A "D" ring had to be added in order to attach the reserve parachute to the front of the harness. To do this, the harness had to be unthreaded through two sets of "friction adapters" which were used to adjust the size of the harness, much like a seat belt. The theory is that the harder you pull, the tighter it gets (kind of like asking the boss for a raise), unless you push the friction adapter upside down, then it can be easily adjusted or even unthreaded. To prevent this from happening accidentally, the end of the webbing was widened, or rolled, and stitched so that it would not physically fit through the adapter opening. Well, that morning I put a set of "D" rings on my newly acquired, outdated, obsolete, illegal, "No I wouldn't dream of jumping it"; harness and forgot to roll and stitch up the end of it!
Are we getting a picture here? During the opening, the butterfly snap of the reserve chute that hooks into the "D" ring got wedged under the friction adapter that holds it all together and it all went "FFFLLIITTHTHTH"! The whole left side of the main lift web came unthreaded. The cape-well which connected the left half of the canopy to the harness was now about six feet higher than it should be and the only thing holding it there was the diagonal back strap that, "Thank God, or either the Pioneer or Erving Parachute Company" was rolled and stitched. This accounted for the opening and closing of the parachute and the weird angle that I was hanging. My first thought was to activate the reserve chute, but the only thing keeping me in the, now defunct harness, was a little strap from the reserve to the left side of the harness saddle that kept the reserve from flapping around in freefall. So far so good! I elected to keep what I had and climb the diagonal back strap which pulled the cape well back to a somewhat level position. This righted the canopy but it was in a slow turn and heading for the woods to the west of the drop zone. I would have to hold the back strap with one hand (kind of like doing a one arm pull up) and use my other hand to steer the canopy with the guide line. Now I'm getting tired. Great! I've got another thousand feet to go and my arm is giving out. At about two hundred feet, I thought "I can't hold on any more!" I took a quick look at the ground and said, " Oh yes I can!"
The landing was hard, but I didn't notice. I just lay there exhausted until John Hollis, our First Sergeant, came over and said "What the hell happened?" I said "Hi John. I'm just going to lay here and wait for the first snow to come and cover me up!"
Now you might ask yourself, "why would anybody want to jump out of a perfectly good, functioning, airplane?" For as many Sport Parachutists (I prefer that to Sky Divers) as there are, you will find almost as many answers. For me it started back in the early to mid 1950's when I was attending Elementary School in Banning, California, where I grew up.
Banning was a small town right in the center of the San Gergonio pass that runs from Palm Springs to San Bernadino, Riverside and ultimately the Los Angeles area. In those days, Routes 66, 99 and every other major thoroughfare leading into L.A. from the East came right through the middle of town on Ramsey Street. The first traffic signal you hit coming from Palm Springs or Indio, trying to reach millions of destinations on the other side of it was the one at the intersection of Ramsey Street and San Gergonio Blvd.; I used to marvel at the power that light commanded. I could drive up on "Z" Mountain (so named because of the pattern it made going up the side of it toward Idyllwild) on Friday evenings and watch head lights stretched bumper to bumper for 20 miles and just imagine all of the swear words, arguments, high blood pressure and stress that one little light could command!
One block west of that awesome light on Ramsey Street was the Fox Theater; the holder of many of my adolescent memories; first date, first time I held hands with a girl, and first time I made a real ass of myself, but we won't go into that. My best friend, Bobby Sanford, and I used to play guitars and sing on the stage during the intermissions. One day I was watching a newsreel between features and they showed a new sport being conducted in a little town called Lille, France. It showed these guys jumping out of an airplane and falling almost out of sight before opening their parachutes. I was hooked. I didn't know how, where or when, but I was going to do that. It wouldn't come until November 8th, 1958.
I'm not real big on fate, but I have to admit that a number of events would transpire in a sequence that would pretty well dictate the rest of my life.
I was born in Coleman, Texas, to Mildred Ernestine Haney Fortenberry, wife of Richard Franklin Fortenberry, my mother was only sixteen. Shortly after that, we moved to Southern California, where, at 18 years old, my mother was killed in a car accident. The circumstances leading up to this tragedy have always been sketchy. All I was ever told was that she was leaning against the passenger side door when it came open. She fell out and broke her neck. I was also told that I was standing in the front seat between her and my father when it happened.
My father listed his occupation as "Preacher" but because of this and other failings in his life, he became a chronic alcoholic, and could never really accept the responsibility of a child. I was imparted to my Grandparents, Baxter and Jesse Fortenberry, when I was two and a half years old. They had already raised nine children of which they out-lived five, but they gladly took me to raise. They were affectionately known to everyone as "Mamaw and Bampaw" and were, without doubt, the most wonderful and loving people on the face of the earth! But, in 1956, when I was 18, Mamaw died, leaving an enormous void in everyone's heart, especially Bampaw!
After the mourning period was over, we tried to get on with our lives, but I began to feel like I was an unnecessary burden on Bampaw, which he assured me I wasn't, but I decided to quit high school and move on.
With an incomplete education and no skills, I decided to join the Army, which would give me three years to figure out what I should do with the rest of my life. I went to the recruiter and got the papers for Bampaw to sign.
Now, Ted and Ray, (my dad's twin brothers) had always been like second fathers to me. They taught me the little necessities of life, how to drive a truck, how to drink beer and how to fight! And boy could they fight! They said "Well Terrell, it's probably the best thing for you to do right now. It'll give you the chance to learn a trade. Maybe you can join the Corps of Engineers and learn to drive a Cat (short for Caterpillar) or Grader or something. By the way, what did you sign up for?"
Wait'til I drop this one on them! 'Well, I decided to join the Paratroopers:' There was a collective pause, and then ... "You what! You dumb S.O.B. You'll get yourself killed. What did you do a dumb ass thing like that for? Bampaw, don't sign those papers."
Bampaw just looked at me and saw something in my eyes that made him turn to Ted and Ray and say, "Listen boys, did I ever tell you not to ride those wild horses, or do any number of the dang (Bampaw never swore) stupid things you've done in your lives? Leave Terrell alone, he's old enough to make his own stupid decisions." I said "thanks Bampaw, I think."
So Bampaw signed the parental release and the next thing I knew I was in Ft. Carson, Colorado, knee deep in snow, 17 degrees below zero, and marching 21 miles off bivouac.
One of the good things that happened to me in Basic Training was that I met my lifelong friend, James Garvey. Jim was Gung Ho to the core and had volunteered for a newly formed organization called "The Special Forces Group." In later years we would just refer to it as "Group." Jim was maybe 6 feet 2 inches tall, weighed around 175 pounds, of which maybe a half ounce of it was body fat, and gave off the demeanor that if he got shot today, he wouldn't fall until sometime next week. The first thing Jim wanted to do when he met me was whip my ass! For some reason I have that effect on a lot of people, but to know me is to love me! Anyway, we became close buddies and he began to try and persuade me to volunteer for Special Forces with him. I said "Not only no, but hell no." These guys were trained to jump behind enemy lines, survive off the land, eat pulsating snake hearts and conduct Guerrilla Warfare. Not for me dude! Besides, I had heard that no one from our Basic unit was going "Airborne" so I had already gone to personnel and signed up for the elite Mountain Cold Weather Command; it sounded like an exciting alternative.
Well, piss me off! After the first four weeks of basic training, two of our class went to the 101st Airborne Division, The Screaming Eagles, so, I marched right back to personnel and signed up again for Airborne Training. This got to the short and curlies of some of the training NCO's so they decided that if I could pass their Physical Training Test, I would be allowed to go Airborne. Little did I know, but I was soon to learn. The test took place at 2 100 hours (9:00 PM) with just me and them. The weather was knee deep snow, in sub-zero temperature. The uniform for the event was boots, fatigue pants and Tee shirt for me, and winter coats for them. "By the book," I had to do the prescribed number pull-ups, sit-ups, pushups, squat jumps, run a prescribed distance in a prescribed time plus a few things I think they just made up. These exercises were done one after the other with no rest in between. I think the only reason I passed was that I was so fucking mad that I wouldn't give them the satisfaction of watching me fail! But what happened next was, I guess, their way of getting even!
"Holy shit, what next?" I said as I looked at the orders. Jim couldn't wait to break the news to me. Personnel, with a little help from a couple of NCO's I was intimately acquainted with, decided to fix my ass. Myself, Jim, and one other guy came out with orders assigning us to the 77th Special Forces Group, Fort Bragg, North Carolina. I think I was the only G.I. ever assigned to Group that didn't volunteer for it. It turned out to be the best mistake the Army ever made for me!
We arrived at Fort Bragg, North Carolina in the spring of 1958. Looking back almost 53 years and trying to describe what it felt like is not difficult. I can picture it as if it were yesterday. Well, maybe day before yesterday. I was a nineteen year old, snotty nosed Private First Class, dressed in an "Ike" jacket and brown shoes, getting ready to set the world on fire. I had absolutely no idea of what to expect, but I was sure ready to find out. I was also in awe of all the guys walking around with "Bloused Boots," (their pant legs tucked into the top of their jump boots), The parachute and glider patch on their hats, the patch on their shoulders saying AIRBORNE like a giant advertisement for America's young gladiators ready to defend against all aggressors and uphold the traditions and honor of those who went before. And especially those coveted silver wings on their chests. During WWII, the Germans called them "Devils in Baggy Pants." Now it was my turn!
(Continues...)
Excerpted from NO ETA by Dick Fortenberry Copyright © 2011 by Dick Fortenberry. Excerpted by permission of iUniverse, Inc.. All rights reserved. No part of this excerpt may be reproduced or reprinted without permission in writing from the publisher.
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