Dexter produced a police badge, flashed it briefly and put it away.
“Teniente Delgado, Policía Municipal,” he told the boy. The badge was actually a duplicate of a Miami PD badge, but the child did not know that. “Could I speak to your mama?”
He settled the issue by sliding quietly past the boy into the hallway.
Pedro ran back into the house called, “Mamá, está un oficial de la policía.”
Señora Cortez appeared from the kitchen, wiping her hands. Her face was blotched from crying. Dexter smiled gently and gestured toward the living room. He was so obviously in charge, she just did as he suggested. When she was seated with her son protectively beside her, Dexter crouched and showed her a passport. An American one.
He pointed out the eagle on the cover, the insignia of the USA.
“I am not a Colombian police officer, señora. I am, as you see, American. Now, I want you to take a real grip on yourself. And you, son. Your husband, Juan. He is not dead, he is with us in Florida.”
The woman stared uncomprehending for several seconds. Then her hands flew to her mouth in shock.
“No se puede,” It cannot be, she gasped. “I saw the body . . .”
“No, señora, you saw the body of another man under a sheet, burned beyond recognition. And you saw Juan’s watch, his wallet, his medallion, his signet ring. All these he gave us. But the body was not his. A poor tramp. Juan is with us in Florida. He has sent me to fetch you. Both. Now, please . . .”
He produced three photos from an inside pocket. Juan Cortez, very much alive, stared back. A second showed the recent Miami Herald in his hands with the date visible. The third showed his birthmark. It was the clincher. No one else could know.
She began to cry again. “No comprendo, no comprendo,” she repeated. The boy recovered first. He began to laugh.
“Papá está en vida,” Daddy is alive, he crowed.
Dexter produced his recorder and pressed the Play button. The voice of the “dead” welder filled the small room.
“Dearest Irina, my darling. Pedro, my son. It is truly me . . .”
He ended with a personal plea that Irina and Pedro pack one suitcase each of their dearest possessions, say adieu to Number 17 and follow the American.
It took an hour of rushing about, between tears and laughter, packing, discarding, packing again, choosing, rejecting, packing a third time. It is hard to pack an entire life into one suitcase.
When they were ready, Dexter insisted they leave the lights on and the drapes closed to extend the period until their departure was discovered. The señora wrote a letter, dictation, leaving it for the neighbors under a vase on the main table. It said she and Pedro had decided to emigrate and start a new life.
In the Grumman back to Florida, Dexter explained her nearest neighbors would receive letters from her, sent from Florida, saying she had secured a cleaning job and was safe and well. If anyone investigated, they would be shown the letters. They would have the correct postmark but no return address. She would never be traced because she would never be there. Then they landed at Homestead.
It was a long reunion, again with a combination of tears and laughter, in the VIP suite. Prayers were said for the resurrection. Then, according to his word, Juan Cortez sat down with a pen and paper and started to write. He may have been a man of limited formal education, but he had a phenomenal memory. He closed his eyes, thought back over the years and wrote a name. And another. And another.
When he had finished, and assured Dexter there was not a single one more that he had worked on, his list comprised seventy-eight ships. And by the fact he had been summoned to create ultra-secret compartments in them, every one a coke smuggler.
CHAPTER 7
IT WAS FORTUNATE FOR CAL DEXTER THAT JEREMY Bishop’s social life was as busy as a bomb site. He had spent Easter feigning jollity in a country hotel, so when Dexter apologetically mentioned he had urgent work that would need the computer genius at his data banks, it was like a ray of sunshine.
“I have the names of some ships,” said Dexter. “Seventy-eight in all. I need to know all about them. How big, type of cargo, owner, if possible, but probably a shell company. Handling agent, present charter and, above all, location. Where are they now?
“You had better become a trading company, or a virtual one, with cargoes that need transporting. Inquire of the handling agents. When you have traced one of the seventy-eight, drop the charter inquiry. Wrong tonnage, wrong place, wrong availability. Whatever. Just tell me where they are and what they look like.”
“I can do better,” said the happy Bishop. “I can probably get you pictures of them.”
“From above?”
“From above? Looking down?” Bishop asked.
“Yep.”
“That is not the angle ships are usually pictured.”
“Just try. And concentrate on those plying routes between the western/southern Caribbean and ports in the U.S. and Europe.”
Within two days, Jeremy Bishop, sitting contentedly at his array of keyboards and screens, had located twelve of the ships named by Juan Cortez. He passed Dexter the details so far. All were in the Caribbean Basin, either proceeding from it or heading to it.
Dexter knew some of those named by the welder would never show up on commercial shipping lists. They were scabby old fishing boats or tramps below the tonnage that the commercial world would bother about. Finding the last two categories would be the hard part but vital.
The big freighters could be denounced to the local customs at port of destination. They would probably have taken on a shipment of cocaine out at sea and possibly been relieved of it in the same manner. But they could still be impounded if the sniffer dogs detected residual traces in the secret hiding places on board, which they probably would.
The vessels that so frustrated Tim Manhire and his analysts in Lisbon were the smaller smugglers emerging from the mangroves and docking at timber jetties along West African creeks. It turned out that twenty-five of the “Cortez list” were logged by Lloyd’s; the rest were below the radar. Still, twenty-five taken out of use would blow a huge hole in the cartel’s shipping reserve. But not yet. The Cobra was not ready yet. But the TR-1s were.
MAJOR JOÃO MENDOZA, Brazilian Air Force, retired, flew into Heathrow at the beginning of May. Cal Dexter met him outside the doors of the customs hall of Terminal 3. Recognition was not a problem; he had memorized the face of the former fast-jet pilot.
Six months earlier, Major Mendoza had been the result of a long and painstaking search. At one point, Dexter had found himself at lunch in London with a former chief of Air Staff, Royal Air Force. The air chief marshal had considered his main question long and hard.
“I don’t think so,” he said finally. “Out of a clear blue sky, eh? No warning? I think our chaps might have a bit of a problem with that. A conscience issue. I don’t think I could recommend anyone to you.”
It was the same response Dexter had gotten from a two-star general, USAF, also retired, who had flown F-15 Eagles in the first Gulf War.
“Mind you,” said the Englishman as they parted, “there is one Air Force that will blow a cocaine smuggler out of the sky without compunction. The Brazilians.”
Dexter had trawled the São Paulo community of retired Air Force pilots and finally found João Mendoza. He was in his mid-forties and had flown Northrop Grumman F5E Tigers before retiring to help run his father’s business as the old man became frailer with age. But his efforts had not availed. In the economic collapse of 2009, the company had gone into receivership.
Without easily marketable skills, João Mendoza had gravitated to any office job and regretted ever leaving flying. And he still grieved for the kid brother whom he had almost raised after their mother died and their father worked fifteen hours a day. While the pilot had been at his fighter base in the north, the youth had fallen into the company of the gutter and died of an overdose. João never forgot and he never forgave. And the offered
fee was huge.
Dexter had a hired car, and he drove the Brazilian north to that flat county by the North Sea whose lack of hills and position on the east coast had made it, during World War II, such a natural for bomber bases. Scampton had been one of them. Through the Cold War, it had been the home of part of the V-bomber force, carrying the UK’s atomic bombs.
By 2011 it was host to a number of nonmilitary enterprises, among them a group of enthusiasts who were slowly restoring two Blackburn Buccaneers. They had the pair up to fast-taxiing level but not yet airborne. Then they had been diverted, for a fee that solved many of their problems, to the converting of a South African Bucc that Guy Dawson had flown up from Thunder City four months earlier.
Most of the Buccaneer enthusiasts’ group were not and never had been fast-jet fliers. They were the riggers and fitters, the electricians and engineers, who had maintained the Buccs when they flew either for the Navy or the RAF. They lived locally, giving up their weekends and evenings to toil away, bringing the two salvaged veterans back to the air again.
Dexter and Mendoza spent the night at a local hostelry, an old coaching inn, with dark low beams and roaring logs, with glinting horse brasses and hunting prints that fascinated the Brazilian. In the morning, they motored over to Scampton to meet the team. There were fourteen of them, all engaged by Dexter with the Cobra’s money. Proudly they showed the Bucc’s new pilot what they had done.
The main change was the fitting of the guns. In its Cold War days, the Buccaneer had carried a range of ordnance suitable for a light bomber and especially a ship killer. While a warplane, her internal and under-wing payload had been a frightening variety of bombs and rockets, up to and including tactical atom bombs.
In the version Major Mendoza examined that spring day in a drafty hangar in Lincolnshire, all this payload had been converted to fuel tanks, giving her an impressive range or hours of “loiter” time. With one exception.
Although the Bucc had never been an interceptor fighter, the ground crew’s instructions had been clear. She had now been fitted with guns.
Under each wing, on the pylons that once supported her rocket pods, were bolt-on gun packs. Each wing was armed with a pair of 30mm Aden cannons with enough firepower to blow apart anything they hit.
The rear cockpit had not yet been converted. Soon it would have yet another reserve fuel tank and an ultra-modern communications set. The flier of this Bucc would never have a radio operator behind him; instead he would have a voice in his ear, thousands of miles away, telling him exactly where to head to find his target. But first it had to take the instructor.
“She’s beautiful,” murmured Mendoza.
“Glad you like her,” said a voice behind him. He turned to find a slim woman of about forty. She held out a hand.
“I’m Colleen. I’ll be your flying instructor for the conversion.” Cdr. Colleen Keck had never flown Buccs when she flew for the Navy. In the Buccaneer’s day, the Fleet Air Arm had no female pilots. She had perforce joined the regular Navy and transferred to the Air Arm. After qualifying as a helicopter pilot, she had finally achieved her ambition—to fly jets. After her twenty years, she had retired and, living nearby and on a whim, joined the enthusiasts. A former Bucc pilot had “converted” her to Bucc qualification before he became too old to fly.
“I look forward to it,” said Mendoza in his slow and careful English.
The whole group returned to the inn for a party on Dexter’s tab. The next day, he left them to recover and start the training. He needed Major Mendoza and the six-strong maintenance team that would be coming with him installed on the island of Fogo by the last day in June. He flew back to Washington in time for another group of identifications from Jeremy Bishop.
THE TR-1 is seldom mentioned and even more rarely seen. It is the invisible successor to the famous U-2 spy plane in which Gary Powers was once famously shot down over Siberia in 1960, and it went on to discover the Soviet missile bases being built in Cuba in 1962.
By the Gulf War of 1990/1991, the TR-1 was America’s principal spy plane, higher and faster, with cameras that could transmit real-time images with no need to labor home with rolls of film. Dexter had asked to borrow one to operate out of USAF base Pensacola, and it had just arrived. It began work in the first week of May.
Dexter, with help from the tireless Bishop, had located a marine designer and architect whose talent was to identify almost any ship from almost any angle. He worked with Bishop on the top floor of the warehouse in Anacostia while the Third World relief blankets piled up below them.
The TR-1 ranged the Caribbean Basin, refueling at Malambo in Colombia or the U.S. bases in Puerto Rico whenever needed. The spy plane sent back high-definition pictures of harbors and ports cluttered with merchant vessels or ships at sea.
The shipping ace, with a powerful magnifying glass, pored over the pictures as Bishop downloaded them, comparing them with the details discovered earlier by Bishop from the names given by the welder.
“That one,” he would say eventually, pointing out one of three dozen in a Caribbean port, “that must be the Selene,” or, “There she is, unmistakable, handy size, almost gearless.”
“She’s what?” asked the perplexed Bishop.
“Medium tonnage, only one derrick, mounted forward. She’s the Virgen de Valme. Sitting in Maracaibo.”
Each was an expert and, as in the manner of experts, each found the specialty of the other impossible to understand. But between them they were identifying half the cartel’s oceangoing fleet.
NO ONE goes to the Chagos Islands. It is forbidden. They are just a small group of coral atolls in the lost center of the Indian Ocean a thousand miles south of the southern tip of India.
Were they allowed, they might, like the Maldives, have resort hotels to take advantage of the limpid lagoons, all-year sun and untouched coral reefs. Instead they have bombers. Specifically, the American B-52.
The largest atoll of the group is Diego Garcia. Like the rest, it is British owned but long leased to the USA and a major air base and naval fueling station. It is so covert even the original islanders, pretty harmless fishermen, have been removed to other islands and forbidden to return.
What happened during that winter and spring of 2011 on Eagle Island was a British operation although part paid for by contributions out of Cobra’s budget. Four Royal Fleet auxiliaries in succession, anchored offshore with tons of tools and equipment and Navy engineers, built a small colony.
It was never going to be a resort hotel, but it was habitable. There were rows of assemble-in-a-day flat-pack housing units. Outdoor latrines were dug. A food hall was assembled and equipped with kitchens, refrigerators and a fresh-water-producing desalination plant, all powered by a generator.
By the time it was finished and ready for occupation, it could accommodate over two hundred men, provided they had among them enough engineers, chefs and handymen to maintain all the facilities in running order. Kind to a fault, the Navy even left behind a sports shed with masks, snorkels and flippers. Whoever was going to be sequestered there could even snorkel the reefs. And there was a library of paperback books in English and Spanish.
For the sailors and engineers, it was not an arduous mission. On the horizon was Diego Garcia, a mini-America in the tropics equipped with every facility the U.S. serviceman far from home expects—which is the lot. And the British tars were welcome to visit, which they did. The only disturbance in this tropical paradise was the constant thunder of the bombers coming and going on their training missions.
Eagle Island had one other characteristic. It was almost a thousand miles from the nearest mainland, over a sea teeming with sharks, and virtually escape-proof. That was the point.
THE CAPE VERDE ISLANDS are another zone blessed with year-round sunshine. In mid-May, the new flying school on Fogo Island was officially opened. Once again, there was a ceremony. The Defence Minister flew in from Santiago Island to preside. Happily for them all, Portuguese was the
only language spoken.
The government had, after rigorous testing, selected twenty-four young Verdeans to become air cadets. Not all might achieve their wings, but there had to be a margin for those who did not make it. The dozen Tucano twin-seat trainers had arrived from Brazil and were lined up in a neat row. Also at attention were the dozen instructors on loan from the Brazilian Air Force. The only person missing was the commanding officer, identified as a certain Major João Mendoza. He was detained on flying duties elsewhere and would join his command within a month.
It mattered little. The first thirty days would be spent on classroom work and aircraft familiarization. Informed of all this, the minister nodded his grave assent and approval. There was no need to tell him that Major Mendoza would be arriving in his personal airplane, which he could afford to fly for recreation.
Had the minister known about the aircraft, which he did not, he might have understood why the storage tank of JP-8 fuel for the trainers was separate from the much more volatile JP-5 fuel needed by high-performance Navy jets. And he never penetrated the extra hangar dug into the rock face with steel doors. Told it was a storage facility, he lost interest.
The eager cadets settled into their dormitories, the official party left for the capital and classes started the next day.
IN FACT, the missing CO was at 20,000 feet over the gray North Sea east of the English coasts on a routine navigational exercise with his instructor. Cdr. Keck was in the rear cockpit. There had never been controls in the rear cockpit, so the instructor was in a “total trust” situation. But she could still monitor the accuracy of intercepts of imaginary targets. And she was content with what she saw.