The F-40 Shrike program had been proposed by a maverick colonel who’d risked his career by publishing an article about it in the U.S. Air Force’s professional journal. He argued that instead of replacing its workhorse F-16 Fighting Falcon jets with the heavy and expensive F-35s, the Air Force should go with a similarly lightweight, cheap, and durable plane. The only difference was that it would be unmanned. It would get a small radar signature from having a thin, tailless, bat-wing shape that the absence of a cockpit made possible. Its software would match capabilities that had already been proven effective in the civilian market, autonomous flight and navigation, with weapons software that would follow the same identification-friend-or-foe protocols as missiles.
While the idea was anathema to leadership at the time, the concept of a cheap, useful combat drone struck a chord with the researchers at DARPA. A prototype was funded and it flew right about when Roscoe was starting his second marriage. But just like what had happened to the Predator drone a generation before, the little Shrike languished in what was known in the Beltway as the valley of death, never rising to full program status with the Air Force or the major contractors.
The program had received new life when all the agency’s old prototypes were reevaluated for their utility in a new war. There, the DARPA connection proved critical again, as the Shrike’s computer chips had been made through the agency’s trusted-foundry program, not sourced from the marked-up Chinese-made chips that the major contractors’ weapons programs used. Initially, the old guard in the Air Force had wanted to strip out the chips and use them as part of a plan to ramp up production of the very same manned planes that had failed at the war’s opening. But when Secretary of Defense Claiburne fired the air combat command general who had proposed it and said she would use Navy planes exclusively for future missions if anyone came to her with any more such backward-looking ideas, the rest of the service got onboard. It wasn’t only because of that proposal that the general was fired; Claiburne had already been planning to fire him, but she had held back until she could do it in what she called “a teachable moment.”
“Roscoe, one last thing,” Oscar called over as he watched the drones form up beside the old F-15s. “You better shoot down more bogeys than those damn robots do, or you and I are truly going to be out of the business.”
Pua’ena Point Beach Park, Hawaii Special Administrative Zone
Standing on the concrete slab that had been the foundation of the old radio tower, General Adams admired the controlled chaos. The last time this field had seen such a buzz of activity had been the original “day of infamy” itself.
Back in 1941, the Haleiwa fighter strip had been a satellite landing field away from the main U.S. Army Air Corps base at Wheeler airfield. As soon as the attack started, without waiting for orders, two young fighter pilots, Lieutenants George Welch and Kenneth Taylor, had jumped in a car and raced to the secondary field. They made the twisting sixteen-mile drive in under fifteen minutes. When they arrived, the crew chiefs told them that instead of flying out, they should disperse the aircraft on the ground. “The hell with that,” said Welch.
Ignoring the usual pre-takeoff checklists, each pilot climbed into a P-40 Warhawk fighter plane and took off down the airstrip. Only once they were in the air did they figure out they were about to take on over three hundred enemy aircraft. Undeterred, Welch and Taylor plowed straight into the second wave of the Japanese attack. They didn’t stop the attack, but they did manage to shoot down six planes before they ran out of ammunition. More important, the two pilots put up enough of a fight that Japanese planners assumed there were far more defenders in the air. They decided against sending in a final, third attack wave designed to pummel Pearl Harbor’s fuel storage, maintenance, and dry-dock repair yards, an attack that would have set back the American war effort at least another year.
The airstrip stayed in use up to the 1960s and was then turned over to the locals. Eventually owned by Kamehameha Schools and renamed Pua’ena Point, the real estate remained undeveloped, the concrete tarmac becoming cracked and gradually overtaken by the jungle. The only human presence for the past decades had been a squatters’ camp and an occasional rave party.
This real estate was now priceless to Adams. All the other active airstrips on the island, even the small civilian fields, had been used by the Directorate for basing and drone-landing strips, and they’d been taken out by the Z’s bombardment. A platoon of his Marines had been tasked to prep the old field as best they could, clearing away the squatter shacks, bushes, and concrete fragments that blocked the field. When word of what they were doing spread, civilians had started showing up to help. Retirees with garden tools, surfers with their bare hands, the now truly homeless squatters, all filling in holes in the tarmac and hacking away at the jungle. That had been unexpected good fortune. A corporal was now directing eighty of them in the cleanup of a helicopter-landing site, over where the hangars used to be. That would mean Adams could keep the runway clear and still bring his attack helicopters off the ships ahead of schedule. Even better, a SEAL fire team had appeared out of the jungle with two bulldozers and a Polish navy officer driving a massive yellow roller. He couldn’t even begin to fathom where they had found construction equipment in the middle of a battle, but he’d take it.
“Sir, they’re here,” his aide Lieutenant Jacobsen said.
“Dank you, ’Tenant,” Adams responded, his jaw still numb. “Clear um ut.”
Jacobsen ordered those still on the runway to clear as an F-16 buzzed low and waggled its wings. Typical pilot hot-dog bullshit, thought Adams. Despite all the work, the runway was still far too rough for any plane to land on. He forgave the pilot as the F-16 flew on toward the front, where it could do some actual good.
What Adams cared most about were the big lumbering planes that were appearing in the sky, the massive C-5 Galaxies that could carry over two hundred and seventy thousand pounds of payload, the sleek C-141 Starlifters that had ferried troops to Vietnam and the First Gulf War, and even some of the more modern C-17 Globemasters. He knew they were the early production models, built before the full reliance on electronics.
Three missiles arced up toward the planes from the east, somewhere behind enemy lines. The spray of countermeasure flares distracted one missile, but the other two smashed into a C-5 and sent it careening into the ocean. Adams could see the F-16s in the escort, 20 mm Vulcan cannon firing, swoop down to punish whoever had committed the transgression of harming their flock.
Undeterred, the other big planes moved closer, the first wave filling the air with tiny dots that blossomed into parachutes, each C-141 dumping a string of 123 paratroopers as it flew overhead.
As they landed on the airfield, Adams blessed those civilians yet again. Every filled pothole in the tarmac meant one less twisted ankle or sprained knee taking a soldier out of action. Marines ran out to help the paratroopers stow their parachutes and find their rally points.
At each unit rally point, a line of civilian vehicles waited on the road leading out to the main town. Just as World War I French troops had been ferried to the Battle of the Marne in Parisian buses, the Third Brigade Combat Team of the Eighty-Second Airborne Division would join the Battle of Kamehameha Highway in a mix of pickup trucks, SUVs, and even a few minibuses from the local tour companies.