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I’d joined the Paras in 1984 and thought I’d found my niche in life. Being accepted by this elite regiment had been my sliding-doors moment. The accident had slammed the doors firmly back in my face.
I was born and raised in the north-east, but, as a kid, constantly found myself in trouble. My parents split up when I was very young. Against my will I remained with my mother as did my younger brother. He was even more out of control than me and ended up in a secure institution; a boarding school for the ‘socially challenged’ they called it back then. One day he was with us, the next he was gone. He was the closest thing I had-the only real constant in my life-and I was angry that ‘they’, whoever they were, had taken him from me.
I didn’t know at the time that my mother couldn’t cope. Looking back, though, I wasn’t surprised. We were like the Bash Street Kids on crack, my brother and I; trouble through and through.
When I wasn’t skipping school, I was fighting the playground bullies and generally causing mayhem. It was only by a complete fluke that I managed to avoid a correctional institution. I had good reason to be grateful. However hard I thought I was, I’d seen the movie Scum, starring a young Ray Winstone, and didn’t like the look of it one little bit. A Residential School for Boys, Special School, Borstal or whatever you want to call these places-it would have killed me. It’s a miracle it didn’t kill my brother.
As soon as I could leave school, I did, and without a qualification to my name.
Finally back in the company of my father, I took a job as an engineering apprentice at a small workshop ten miles from home. The high point of my apprenticeship was turning, milling and drilling the portholes for Britain’s first iron-hulled warship. HMS Warrior was under restoration in Hartlepool dockyard and I had an important job to do. It was the early eighties, unemployment was going through the roof, and I thought I’d live and die in the north-east.
A thousand fox doorknockers and sixty-seven poorly paid portholes later, my work on Warrior was done-and so was I, until I met Stig down the pub one day. A local hard man, he was home on leave from the Paras. Two things impressed me about Stig. He had money-more money than I thought possible-and he could tell a story. Most of his stories concerned the Falklands, where the Paras had just been in the thick of it. If I could join the Parachute Regiment, I reasoned, I’d not only have money, but would end up seeing the world-even better, fighting in far-flung parts of it.
Stig laughed when I told him this, but when he saw I was serious he told me I’d have to train and train hard. So I pounded the beach every day before and after work; come rain, wind or snow, it didn’t matter. Gradually, I built up my fitness. When it became easy, I tied a rope to a tractor tyre, fixed it round my waist and ran up and down the beach dragging the tyre behind me. People thought I was mad, but in August 1984 it got me where I wanted.
I was a fully fledged member of 2 Para by April of the following year, but as time passed, even that wasn’t enough: I set my sights on joining the SAS. Being in the Paras was no guarantee of passing Selection. The SAS needed specialists, so I concentrated with every fibre of my being on becoming the battalion’s best signaller, then on coming top of the combat medics’ course. Nothing was going to stop me achieving my goal. Or so I thought.
On a cold, rainy October night in Aldershot, the Paras’ garrison town in Hampshire, some twat in a Volvo clipped my bike and sent me over the handlebars. Flying through the air, upside down and facing backwards, I was hit by a car driving too fast in the opposite direction.
With their unorthodox methods, the surgeons saved me from death by internal bleeding. Too bad the hospital didn’t also check if I’d broken any bones before it discharged me. By the time I’d got a second opinion, my right foot, both ankles and right hip had set in the wrong positions. They were completely fucked, as were my back, knees and right shoulder. Not only was I out of contention for the SAS, I was medically unfit for duty in any front line regiment.
To compound matters, the hospital had ‘lost’ my medical records. Closing ranks, they’d removed all the evidence. It was like my case never existed.
As far as the lads alongside me saw it it didn’t make much difference: my soldiering was over. But I refused to accept a desk job and the quest was on to find a way back into combat without a Bergen.
A mate of mine suggested I should apply for the Army Air Corps (AAC). ‘You want to be in the thick of it?’ he said. ‘You could end up flying for the SAS.’
He showed me a book. Inside was a photo of a pilot in an army helicopter, his eyes blacked out with censor-ink. Behind him were four fully tooled-up members of the Special Air Service. He was right. If I couldn’t fight for the SAS, maybe I could fly for them. How cool would that be? I could get back to the front line without getting off my arse.
All I had to do now, I figured, was to con my way past the medicals that awaited anyone who wanted to become a pilot. Fate had already stepped in and given me a hand. Because I had no recent medical records, there was no paperwork to attest to the fact that little over a year ago I’d been mangled in a life-threatening accident.
Although 2 Para weren’t keen on anyone leaving eventually my application was processed. I passed the aptitude tests and managed to bluff my way through the medicals.
Switching from the Paras to train as a pilot-provided I was accepted-meant I’d be stuck as a corporal for another four years, but I wasn’t rank hungry. I was on a mission.
Within weeks I was told I’d been accepted for ‘grading’ at Middle Wallop, the AAC’s main airfield a stone’s throw from Salisbury Plain.
Grading was a process for assessing a potential pilot’s ability to listen, absorb and replicate simple flying manoeuvres. It was a baseline test that included ground school and was designed to see if we had the ability to cope with the army pilots’ course.
I was to start in July 1991.
I didn’t know if I could fly or not, but by hook or by crook I would give it everything I had.
I was waiting outside the clothing store for my flying suit when a giant of a man nudged me out of the way with a dismissive, semi-hostile look and threw a pair of tatty old gloves onto the counter. The civvie behind the counter half-jumped to attention, threw the man-mountain a sickly smile and laid out a nice new pair of pristine white chamois-leather gloves in front of him.
‘There you go, Mr Palmer. Your size if I’m not mistaken.’ They must have skinned a whole mountain antelope to make just one pair for him.
Mr Palmer never said a word. He flicked a glance at my maroon beret, leaned into my personal space and stared into my eyes. I figured he either had something against the way I wore my silver-winged cap badge-2 Para style-round by my left ear, or he just didn’t like Paras, full stop.
He gave me a thin smile, tucked his gloves into his pocket and walked out.
I filed Mr Palmer’s name away. I had other things to worry about right then. The trouble with grading was the fact that none of the instructors-crusty old pilots who had been in the RAF, but were now civvies, well beyond retirement age-gave you any feedback on your chances of success. I had no idea how I was doing.
Captain Tucker called us together in the Chipmunk hangar briefing room. A tall, softly spoken, well-to-do Royal Electrical and Mechanical Engineers officer, he was a candidate just like us, but because of his rank he was the grading course leader. We were told we needed an average score of fifty for each exercise. There would be twelve exercises altogether, with a final handling assessment tacked on the end.
When they debriefed us, the instructors wrote everything down in blue A4 ring binders that had our names on the spines.
I desperately wanted to know what was in my binder.
Standing outside the hangar with the smokers one day, I could see through the window into the room where the instructors kept them. The folders were in a neat row on the second shelf of a steel cabinet. As I glanced nonchalantly past the smokers, in came Chopper Jennings, one of the instructors, and locked the cabinet. Then he opened the top-right drawer of the desk, lifted out a big orange folder and flung in the key. Jennings took the key to the drawer away with him, but that didn’t bother me. I could pick a drawer lock, no problem. Doors didn’t present an obstacle either.
I asked one of the ground crew what time the hangar opened the following morning. I told him I wanted to practise my checks in peace. Six, he told me, and from that moment my mind was set.
I told my Para mate Chris my plan but he wasn’t getting up early. He didn’t want me to tell him if he was failing; only to let him know if he was passing.
Suit yourself, I told him.
The next morning, I hung around for the ground crew to open the hangar and push out the ‘Chippies’-our De Havilland Chipmunk T10 training aircraft-into the crisp summer morning light. I crept past them, made my way to the corridor and reached the door to the office. Skills I’d learned from my mates at school for cracking locks and flipping Yales came in very handy. The key for the steel cabinet was where Chopper Jennings had put it. I opened the cabinet and selected the folder with ‘MACY’ on the spine.
I was scoring 54s and 55s. Each piece of airmanship was carefully marked. I studied the details closely. Mr Fulford, my sweet old instructor, had marked me down for not looking out enough. This, he said, could lead to a mid-air collision, and would need to be rectified if I was to become a pilot.
No sooner said than done, Mr Fulford.
I looked at my mate’s folder and he was bombing big-style. Then I looked at some of the other guys to see how they were doing. Only a few were doing okay, the majority were borderline and some were totally losing it.
When I got back, Chris asked how he was getting on and I told him I hadn’t been able to get into the office, but would try again. What else could I say?
The following day, bombing along in my Chippie with Mr Fulford behind me, I made sure that my head never stopped moving as I scanned the Hampshire skies for other aircraft.
When I broke into the office and sneaked a look at my file the following day, I was gratified to see that my situational awareness had improved greatly, but I needed to work on my navigational accuracy.
Your wish, Mr Fulford, is my command.
My eighth sortie was to perform a loop. I went for it, big-time. Approaching the top of the loop the blood drained from my thick skull and my vision became impaired by dark grey spots. By the time I had the red and white bird completely inverted, the spots had grown and merged and I was totally blind.
From the tone of his voice I could tell that it had caught nice Mr Fulford out too.
‘Are…your…wings…level…?’ he gasped.
I didn’t have a clue; I was fighting a losing battle to stay conscious.
I grunted my reply.
I woke to hear the Gypsy Major engine screaming, quickly pulled out of the dive and levelled back off at the altitude I had started my first aerobatic manoeuvre. That’s it, I thought. I must have failed now. But the following morning I’d somehow got away with it.
By the ninth sortie, I’d accumulated enough points to chill out a bit. I stopped sneaking into the office after my tenth flight, knowing I was almost home and dry.
Along the way, I had also learned why they’d given Jennings his nickname. He wasn’t some helicopter ace after all; in fact, he’d never flown choppers. He just marked us so harshly that he chopped more people off the grading course than any other instructor. It was all I needed to justify my early morning sorties. You had to fight fire with fire.
On the day we were due to leave, two weeks and thirteen flying hours after the grading course started, we were lined up outside the Flying Wing Chief Instructor’s office in rank order.
Decision time. I knew pretty much who had passed and who had failed, but there were still a few borderline cases I wasn’t so sure about.
As a corporal I was way down the line, just behind my pal Chris.
A lieutenant was called into the office. I held my breath, knowing he was about to have the carpet pulled from under him. He emerged a moment or two later, punching the air. ‘I’ve passed. I’m a training risk, but I’ve passed.’
I knew that from the files. How on earth did he scrape a pass?
A sergeant came out looking devastated. But from my peeks at his file I knew he was better than the lieutenant.
What the fuck was going on here? My heart sank; it seemed little better than a lottery.
I began to panic. What if I’d blown it in the last few sorties? Had I taken my eye off the ball? That was it, I convinced myself; the lieutenant must have greatly improved in the final few days and the sergeant had let down his guard.
Jesus. How had I done?
Chris slunk in and reappeared with the inevitable news. His grades were awful.
Then it was my turn, the moment of truth. The Flying Wing Chief Instructor, the Chippie Chief Instructor and a high-ranking, big cheese AAC officer were all ranged behind a table in front of me. I came to a halt and saluted. I could see my heart pounding through my shirt. This was it. This was my one shot.
‘Corporal Macy, how do you think you have done?’ the Big Cheese asked.
I wasn’t prepared for a question. Don’t be cocky, don’t be an introvert either, I told myself. The result was jumbled nonsense. ‘Er, I think I could have done better, because I put myself under a lot of pressure and, well, if I was to be given a chance, I—’
‘Passed,’ the Flying Wing Chief Instructor snapped. ‘Congratulations.’
A big grin split my face. ‘Really? You’re sure?’
‘You had the highest score. You’re free to go.’
‘Thank you, sir, sir and sir.’
I gave them a salute that nearly broke my wrist. I spun on my boots, slammed my left heel into the floor, deafening the old codgers, and marched out, quickly dropping my head as I emerged.
Outside, a marine corporal called Sammy was about to go in. I raised my head and said sombrely, ‘Mate, I failed. Good luck…’
His face fell.
Naughty, I knew, but Sammy was a Royal Marine Commando-the time-honoured arch enemy of the paratrooper. He was in on my spying game and had been tracking his performance through my daily updates. He knew he had eight fewer points than me at my last peek.
He’d find out he’d done all right soon enough.
When he reappeared a few moments later I was running around the corridor with my arms outstretched, humming the ‘Dam Busters March’. He chased me out into the summer sunshine.
‘Maroon machine one, cabbage head nil,’ I shouted gleefully.
Later, I went to see Colonel Edgecombe. Colonel Greville Edgecombe was-and still is-an Army Air Corps legend. He explained the AAC’s ethos, how it was all about tapping into the army’s skills base, so that each flying squadron had a resident expert for each task. There were engineers, tankies, infantry, artillery, medics, signals operators, chefs and clerks. I wasn’t sure what skills the clerks would be able to bring to the table-our pay was always getting cocked up-but I was happy to hear that we’d have a few chefs on board. Para food was great and I wanted it to stay that way.
The colonel told me that only four out of the fourteen candidates had passed with flying colours and had been formally accepted for training. My pilots’ course was set for November, four months’ time.
On my way out, I heard that Mr Palmer was in the building. I darted into the bogs until I knew he’d left.
By now, I knew that he wasn’t plain old ‘Mr’ Palmer at all, but Darth Vader, the most feared instructor in the Army Air Corps. Knowing I’d be back in a few months’ time, I couldn’t afford another brush with him.
I had been given a reprieve. I was determined to become a pilot-and not just any pilot. I was going to fly for the SAS, and nobody, not even the Dark Lord of the Universe, was going to stop me.
SKYLINED WITH NO B ACKUP (#ulink_f85fbd7f-56ad-5d8c-bfdf-99ae3d1314cb)
MAY 1992
Fremington Camp, Devon
Fremington Camp was a miserable blot on an otherwise beautiful landscape. Its huts had been built during World War Two and looked as if they’d been through the Blitz. The windows dripped with condensation, the frames were rotten and a number of the panes were cracked or broken. The wind whistled between the gaps, bringing the moist, salty tang of the sea into the improvised Ops room. If I’d been based here I’d have slit my wrists long ago. Thank God we were only passing through.
The Gazelle was the army’s training helicopter. I loved flying the nimble little single-engine machine with its huge perspex bubble canopy. I’d been taught how to ‘autorotate’ so I could carry out an emergency landing if the engine failed, and how to do basic night-flying. I’d then gone on to more advanced techniques: flying low level, landing in confined areas, advanced navigation and instrument flying.
I was six months into the pilots’ course. I’d done another thirty hours on Chipmunks, passing ‘Basic Fixed Wing’ and the ground-school exams that went with it, which allowed me to transition to ‘Basic Rotary Wing’: learning how to fly a helicopter.
From the very outset we operated under a ‘three strikes’ rule-three mistakes and we were out. From an initial twenty students on the course, we’d already lost four guys during the fixed wing phase, then three more during my fifty hours of instruction and solo practice during Basic Rotary Wing.
We were now on the ‘Advanced Rotary Wing’ or ‘tactical’ phase of our training: learning not only how to fly a helicopter, but how to fight in it.
Tim, a 2 Para mate on the course ahead of mine, had introduced me to the ‘cheat-sheet’ routine. Ground school involved exams on fourteen different subjects, from basic flight principles to meteorology and navigation. As there were only ever three different papers set for each subject, the drill was for students to acquire these papers-and the answers-from students on earlier courses. No one ever failed a ground-school exam; the challenge was not to get 100 per cent and give the game away.
Tim’s pal Billy was the only bloke anyone knew of who didn’t do this and since he looked like a dark-haired version of Dan Dare and I was impressed by the way he applied himself to flying, I decided to follow his example. In the Air Corps, I had glimpsed the life I wanted. I would have to touch every base if I was to become an SAS pilot.
Rejecting the cheat-sheets paid off when the instructors decided to set a new paper on every subject for our intake. Blind panic ensued and more guys fell by the wayside.
I listened cautiously, therefore, to those who recommended cheat-maps for the advanced tactical course: recce positions that had been highly marked during previous exercises. When we got to Fremington and were briefed on our ‘mission’-to identify an ‘enemy’ vehicle convoy heading from the east on the B3042 towards the A377-I took one look at the cheat-positions and decided to formulate my own plan.
I walked into the ad hoc planning room-little more than a broom cupboard-and studied the three faces gazing expectantly at me.
Herbert and Bateman, the two instructors, looked like they wanted to eat me for the breakfast none of us had had yet-and wouldn’t get until we returned from the sortie. The other guy, a fellow student called Mick Baxter, was peering at me so intently I thought his eyes might explode.
‘Right,’ I began, trying to sound authoritative, ‘for the purposes of this exercise, I am the patrol commander and I am going to lead us out. I am flying with Mr Herbert and you, Corporal Baxter, will be flying with Mr Bateman.’
Mick’s Adam’s apple bobbed in his throat. Warrant Officers Herbert and Bateman were already busy with their clipboards.
Today’s exercise was about reconnaissance: finding and observing enemy convoys while maintaining tactical superiority; seeing and reporting without being seen.
After briefing the met, air traffic and timings I proceeded to the execution of the mission. ‘When we leave here, we’re going to follow this valley south-east.’ I pointed to a black line on the map behind me. ‘We will conduct an under-wires crossing here, where the pylon line crosses the River Taw.’ It was the lowest point of the pylons just south-east of Chapelton.
‘There are no roads and no villages nearby, so there’s every chance we won’t be seen. We’ll continue to fly the marked route until we reach the confluence of the two rivers at Copy Lake, our Final Rendezvous point. Then we’ll continue up to the OPs, catching the vehicles at the very end of their route, here…’
The two instructors scribbled away furiously. This was my big departure from the routine suggested by the cheat-maps. The instructors’ preferred Observation Positions for viewing convoys moving through this area were a few miles to the east, on a wooded ridgeline with an unrestricted view of the B3042. In my book, they also allowed unrestricted views of our helicopters. We would be skylined while the enemy blended in with their surroundings-absolutely the opposite of what I felt we needed to achieve. The eye is drawn to movement and I knew that positioning our Gazelles on top of a ridgeline in combat would be suicide-an open invitation for an artillery barrage. And if the convoy stopped we would be heard; the wind would carry the noise of our aircraft directly towards it. They were shit positions.
I’d done a thorough map-study (something they called ‘intervisibility’ in the Paras) and had found a spot at the bottom of a valley with an equally good field of view. We could see the convoy easily, and wouldn’t miss them since they’d be at the end of their route. I could pop myself and Mick between the trees beside the river, and a huge hill behind us would provide a stealthy backdrop; our green recce helicopters would blend perfectly with our surroundings. In the unlikely event we were seen, we had a fantastic escape route that would allow us to melt away in a heartbeat. Bonzer.
