Jason Elliot: The Network

I run in as much of a straight line as possible in the direction of the last point I saw the aircraft, across two open fields alongside another hedge. I cross a small country road and pass near the long windowless shape of a battery chicken farm and a cluster of buildings alongside it. My lungs are splitting again as I reach a second, broader road. The hedge on its far side is impenetrable and I must risk running along it. It is free of traffic for the moment. Reminded suddenly of the presence of other human beings, I try my best to wipe the mud from my face in the hope that I won’t alert any onlooker to my status as a fugitive, but it’s probably too late for that.

A municipal sign announces the identity of the village I am entering: shobdon. I’ve never heard of it. A few hundred yards beyond, to avoid the buildings that are beginning to cluster ahead, I turn left on a small road which winds almost imperceptibly downhill. Then I break off in the direction of where I saw the plane disappear and keep running on unsurfaced tracks between fields, finding nothing for a further desperate mile. Then, just as I begin to doubt whether this is even the same valley where the plane landed, I glimpse the roof line of some prefabricated buildings and head towards them. A fluttering orange windsock confirms I am in the right place. I creep along the base of the hedge that encloses the airfield and come to a line of white trailers which, judging from their length and strange shape, must contain gliders.

I lie down on my back under one of them and wait for the heaving of my chest to subside. Then I turn in the direction of the airfield buildings to look for any sign of life. There is none. Nothing stirs by the big hangar a hundred yards away. The control tower, which looks more like a shed perched on a twelve-foot-high platform, is empty. In my imagination I see Tom explaining his encounter to the dog handlers, who are probably in the pro-cess of making a succession of phone calls. My close observation lasts only ten minutes but I can’t wait any longer.

There are about a dozen single-engined aircraft parked on the grass alongside the runway, pointing down it. The majority have blue winter covers draped over their canopies like horse blankets, but several are uncovered. Concrete weights or ten-gallon plastic drums are tied to the undersides of the wings as anchors. I can still hear nothing but my own breathing. It’s now or never. I walk with as much confidence as possible from my hiding place and try the doors of the uncovered aircraft in turn. The Piper and the Cessna 172 are locked. The third, a 152 and the aircraft I first learned to fly, is open. Nothing moves by the buildings, and the possibility of success is now making my hands tremble.

I check the fuel in the nearest wing: enough for my purposes. I won’t fly much more than fifty miles. I’ll stay in class G airspace, keep the transponder off, hope there aren’t too many low-flying military fighters on exercise, and head west until I hit the coast and put down in a remote field. Then I’ll find a way to call H, who will get me out of the shit I’m in. A moment later I’m in the cockpit. The ignition switch lacks a key but after some groping under the cowling I have worked free the P-wires to the two magnetos, and bypassed the ignition circuit. I turn the fuel to rich and the carburettor heat to cold. I prime. I open the throttle half an inch. The master switch is on, the brakes off. I need only prop the aircraft manually and remove the tie-downs.

I have to prop the aircraft by hand because I have effectively removed the ignition. It’s the wrong order in which to do things, but I want more than anything to get the engine going first. There is no time for the usual checks. I get out and heave down on the propeller with all my effort: there is a thud and a hiss from the engine.

‘Bitch,’ I hear myself shout.

I heave again. Another thud. And another. On my fifth try there’s a miraculous succession of thuds and muted explosions and the engine bursts into glorious life. The airframe begins to strain forward like a dog at its leash. All that remains is the tie-downs. With a sharp knife I might have cut them off within seconds and been airborne within a minute. There are no tie-downs in films about aircraft theft, much less tie-downs with stiff ropes tied too tightly to undo with cold and trembling hands.

I try my best, but the ropes won’t budge. The forward motion of the aircraft is putting tension on them and making the task even harder. I am contemplating shutting down the engine when through the perspex of the cockpit doors I see the vehicles hurtling through the gate beyond the hangar. Two Range Rovers with lots of bodies inside. I will not give up. One skids to a halt in front, and the other behind the aircraft. Reason suggests that at this point I concede defeat because I cannot possibly take off, but I’m reluctant to part from my closeness to success and climb back into the cockpit. H has said I must never give up. I pull the throttle to its maximum extent and let the handbrake off. The plane is creeping forward and vibrating like a spin drier and men in jackets and fleeces are tumbling out of the vehicles. A mustachioed face appears at the door to my left and tries the handle. I kick it open towards him and the face disappears but the other door is open now and hands are tearing at my arm. A fist reaches my head. Two bodies now occupy the left door frame and are grabbing at my flailing legs. They do not shout, which impresses me. Now I am being prised from the cockpit like a worm from its hole and someone is pounding on my arms to make me let go of the seat. As I fall to the ground a knee connects with my left eye, and little flashes of light tumble across my vision against a dark background. This is not supposed to happen.

The engine revs subside and I realise someone has found the throttle and pushed it in. I hear the air go out of my lungs with another blow, and a cracking sound spreads from my ribs. I wonder how much force it really takes to break a rib. I feel no pain. Someone is jamming my face into the ground, and I smell the grass and the mud. There are two sets of knees on my back and another two on my legs. A plastic tie tightens over my wrists.

As I am dragged to one of the cars I notice that at the far end of the runway the sun has broken through the clouds, and a vast and slanting beam of golden sunshine is spreading downwards in a mockery of benediction.

I am not sure how much time passes, whether I’ve lost consciousness, or whether I’ve been drugged. My right eye, because my left has swollen shut by now, opens as if into a tunnel running beneath a long row of lights with metal shades, some of which are unlit. The floor on which I’m lying on my side is concrete and the walls are wooden. I have the impression it’s dark outside but I can’t say why. Remembering the long structures I passed earlier, I eliminate tunnel and barn and decide on chicken farm, disused. A rank smell supports my guess. Turning my head slowly, because it hurts too much when I try to move my eyes, I now see the man whose face appeared at the door of the aircraft during my ill-fated attempt at flight, which has imprinted itself on my memory with extra clarity. He’s squatting beside me in scuffed Timberlands, black denim jeans and a brown leather jacket with a belt which he’s had the presence of mind to keep off the floor.

‘Wakey wakey,’ says the Face in a tone of perverse intimacy. South London accent, I’m guessing. He’s watching me closely for any reaction, which is perhaps his training and suggests the shrewd observational skills of the streetwise. ‘Looks like our stunt pilot here is in need of a bit of refreshment,’ he says. Then, more loudly, and without taking his eyes from mine, ‘Billy, get the man some refreshment.’ There is a scraping noise behind me from a second face which I’ve not yet seen. ‘Do you fancy that, Mr Stunt Pilot? A nice bit of tucker to warm you up after all your recreational activities?’