Chinook Landing on a Roof in Afghanistan Honored in Original Art

On 10 November 2003 the crew of Chinook helicopter 

Yankee 2-6 made this landing on a cliff in Afghanistan.

Artist Larry Selman immortalized the event in a limited-edition print.

When I deployed to Iraq in 2009 with an Army helicopter brigade, nearly all the soldiers in our unit and every other unit were younger than me—a generation younger than me. But not the pilots.  Some were young, but many more were in their 40s and 50s.  Larry Murphy, a Chinook helicopter pilot, was one of the very few soldiers older than I was.  I was 56. He was 58. 

On Wednesday, 5 September 2019, Larry was honored with the unveiling of a painting commemorating an amazing bit of flying he and his crew did in Afghanistan in 2003.  Larry was deployed with a company of Chinooks and supporting equipment to Afghanistan. The tour was supposed to be a year and was extended to 16 months. The Chinook company was made up of soldiers from the Pennsylvania and Connecticut Army National Guard did not leave Afghanistan till 2004. They were in support of several companies of soldiers from the 10^th Mountain Division, Fort Drum, New York.

On 10 November 2003, Larry and the crew of Chinook helicopter Yankee 2-6 received an additional mission to pickup prisoners while they were on a resupply mission. These missions are a routine part of combat operations in Afghanistan.  But this mission was different. The prisoners had to be picked up from the side of a steep mountain at an elevation of 8,500 feet above sea level.  There was no place to land an aircraft with a 52-foot-long fuselage that is almost 100 feet long from tip to tip of its massive twin rotors. 

The pickup point was a shack on the side of a cliff.  Larry and the crew landed rear-wheels-only on the roof of the shack with the tail ramp lowered.  With the back of the helicopter on the shack roof, Larry and the other pilot, Paul Barnes, could not see the shack or any other close-in visual markers. From the cockpit, the pilots could see down the cliff to the valley 2,500-feet below.  The flight engineer James Duggan, crew chief Brian Kilburn and door gunner Margaret Haydock guided the pilots from the side and rear of the aircraft.  

Although technically a landing in the sense that the rear wheels were on the ground, the pilots were carefully keeping the full weight of the 25,000-pound (empty) helicopter from resting on shack, and keeping the front of the helicopter stable and level while the prisoners were brought aboard.

As soon as the prisoners were on board, the big helicopter returned to base. 

Five years ago, I was in a Chinook helicopter on Fort Indiantown Gap that landed rear-wheels-only on a cliff.  Twenty soldiers in full battle gear ran off the ramp and set up a security perimeter.  As the soldiers left the aircraft with their gear and heavy weapons, the weight of the aircraft dropped by 6,000 pounds, but the pilots held the helicopter level and steady.  I was looking out the door gunner’s window near the front of the aircraft. I saw nothing but sky above and rock-strewn valley hundreds of feet below.  I had heard about the roof landing since I joined the unit in 2007. It is amazing to see. It is more amazing to feel.

Larry Murphy signing prints at the Aviation Armory on 

Fort Indiantown, Pennsylvania  

The print by artist Larry Selman is available on his website.

In the years since the landing, the photo (above) has become an iconic image for Army Aviation, so much so that people question if the landing really happened.

Snopes.com answered the question: True. From their site:

I’m sure all of you have seen many choppers make some daring moves, but this one is spectacular. Hope you enjoy it. This attached shot was taken by a trooper in Afghanistan. Pilot is Larry Murphy, PA National Guard. Larry is a Keystone Helicopter Corp. EMS Pilot employee called to active duty. I must state that this is a “unique” landing operation. I understand that this particular military operation was to round up suspects.

We have some super reservists and National Guard folks out there in addition to our volunteer troops. God bless them all.

Accidentally Stumbling into Happiness

The Declaration of Independence

The pursuit of happiness is enshrined in the Declaration of Independence, along with Life and Liberty, as the foundational rights we should have as Americans--and a good reason to rebel against the English King. 

Pursuit of happiness, like pursuit of wealth, is not the same a having it.  Annie Grace, author ofThis Naked Mind helps people get alcohol out of their lives and live happier lives as a result. She is brilliant and very much data oriented. When I heard about her, I was impressed. So who has a happy life?  

It turns out that the men who wrote the Declaration of Independence were doing many of the things that lead to real happiness. They were committed to a cause bigger than themselves; they had strong relationships (a real possibility of "hanging together" as Benjamin Franklin famously said); each one had a goal in life; and they were helping others. In their pursuit of happiness, they were doing the things that actually make people happy.

Annie Grace puts exercise and meditation at the top of her list of things that lead to true happiness and she uses a lot of data and brain science to show why this is true. Since I did not hear about Annie Grace until this week, I had not planned to follow her advice, but it turned I am doing most of the things she says lead to a happy life.

According to Grace people who have a happy life:

1.    Exercise, not just exercise but exercise with others toward a personal goal. Most of my rides are training rides with other racers.  When I was in the Army, I went to crowded gyms and trained to score high on the fitness test.

2.   Meditation. I started meditating this year. The program I use calls meditation, “a vacation for your mind.” It is right.

3.    Strong relationships.  It has been my immense good fortune to have a variety of strong relationships. I have Army buddies I am still in touch with from both the 70s and recent years. I have a wonderful family. I have friends from racing and friends who are as intensely into books as I am.  Recently I have added friends who share an intense interest in politics. I hang out with some of my former co-workers more than three years after I retired. Social media keeps me in touch with people I only rarely see in person.

4.     Having a goal in life. From the time I left home at 18, I have joined groups with shared goals and had goals of my own. In each of the four military organizations in which I enlisted, I was part of the mission. My professional jobs were in communications—my mission was to tell customers and other influential people that the place I worked is wonderful. I did far and away my best work when the communication goal was clear.

5.     Gratitude. Annie Grace recommends a gratitude journal, writing down five things I am thankful for each day. I am going to start.

6.     Helping others. I don’t do enough of this.

7   Active leisure: Do sports, don't watch sports, at least while the sun is up. I am a member of book discussion groups and even had a couple of book groups in Iraq.

     My current college course is learning Modern Hebrew. 

8.     Belonging to something bigger than us. In real life, the Lone Ranger was miserable.

I really do have a happy life, but it’s nice to have data that confirms why I am happy.

I didn't start meditating or Yoga until this year. It's never too late to make changes. 

Unforgettable Moment, B-52s Scramble, Hill Air Force Base, 1974

B-52 Bombers taking off on full throttle on Strategic Air Command alert

I was stationed at Hill Air Force Base, Utah, from 1972-74. Early in 1974, Strategic Air Command stationed a wing of B-52s on Hill.  

My duty station was four miles from the airfield on the north end of the base.  Sometimes I went to the hangar for electronic parts.  On a warm spring day, I happened to be in the hangar when I heard an enormous roar, then another, then another, and another.  

Six B-52s filled the air with black smoke and the howl of 48 jet engines on throttle. The planes took off one after the other less than a minute apart. When all six formed up in the sky above the base, the giant airplanes flew east toward the Rocky Mountains and disappeared.

It was magnificent.

I was 21 years old when those planes took off.  Those airplanes were about my age, first entering service in 1952, a year before I was born. Like me they have had a lot of maintenance, but still have an active life today. Some of them, like me, are in their 60s.  

Military Movies and "The Rule"

Dick Winters, inspiration for the book and video series Band of Brothers

The world is full of good, great and terrible things to watch: movies, TV, and videos. To figure out what to watch, I have The Rules.

The Rule is, I won't watch anything about which I know technical details. Of course, I have exceptions, but in general, if I want to be entertained, I stay away from subjects that are part of my actual experience. I watch car racing; I don't watch car racing movies.

Next on my suspect list are war/military movies.  Even when I like part of a war movie, I know I am going to hate part of it too.  For instance, the first half of "Full Metal Jacket" is amazing. The second half is so predictable it could be a John Wayne movie.

I loved the movie "Fury" which was so right about procedures inside the turret of the tank. But, as with Full Metal Jacket, the final 30 minutes would make John Wayne blush.

And speaking of John Wayne movies, is there a veteran anywhere who does not think "The Green Berets" is the worst war movie ever made? In 1977 in the dayroom of Bravo Company, 1-70th Armor in Wiesbaden, West Germany, that movie came on the one TV channel we had--Armed Forces Network. Half the company crowded into the dayroom throwing rolled up socks and popcorn at the TV and howling about how bad that movie is.

Using The Rule, I will happily watch shows and movies about Secret Agents, Drug Dealers, Mobsters, Undercover Police, Surgeons, and Pirates.  I have no experience in any of those jobs, so when the they get the technical details wrong, I don't know it.  I have watched medical shows with real medics.  That's a hoot, listening to them flare up and yell, "No way! No one does a tracheotomy that way!" I have not had the chance to watch "The Sopranos"with a mobster or "Rome" with a Centurion, but that would be fun!

Just as an aside, I enjoyed all five seasons of "Breaking Bad" until the final episode. I know nothing about teaching high school or cooking meth and the series was brilliant. But when the star of the show welded a remote controlled M-60 machine gun into the trunk of a Cadillac and fired it with a key fob, killing a half-dozen Neo-Nazi drug dealers: "That's Bullshit!" was my reaction.

That's how I acted at the end of "Saving Private Ryan" when the German tanks went into a built up area, just so they could get blown up. "No armor commander would be that stupid" I spluttered in the theater eliciting glares from those around me.  I calmed down, but when I left the theater I called an old friend from 70th Armor and said, "The end of that movie is bullshit....." and we laughed about all the movies we dissed over the past two decades.

The glaring exception to my criticism of military video is "Band of Brothers." I found nothing to criticize in that amazing tribute to Major Dick Winters and the paratroopers he led from D-Day to VE Day.  When I re-enlisted and went to Iraq in 2009, I found many fellow critics of military-themed movies, but I never heard anyone criticize "Band of Brothers."

Next on my "To Watch" list is a video series: To Watch is a real list I keep in the Task List of Google Calendar. When I hear about something good to watch, I add it to the list.  Anyway, next is the final season of "The Americans" on FX. What a great show. I know nothing about being a Russian sleeper cell secret agent.

Reality Catches Up With Fiction 70 Years After World War II

B-25 Bomber Pilot 1st. Lt. Bernard "Bernie" Steed Receiving 

the Distinguished Flying Cross for Bravery 

on a Mission over Avignon, France.

Last month a friend started a Facebook discussion about the worst book we ever read. One of the books that came up was Catch-22 by Joseph Heller. Published in 1961, the novel was based on life in an Army Air Corps bomber squadron flying B-25 "Mitchell" medium bombers over Italy, Southern France and across the Mediterranean Sea.

B-25 "Mitchell" Medium Bombers

I jumped into the discussion saying Catch-22 was one of my favorite books. I put the comment on my own page and one of the responses was from a guy I worked with almost 20 years ago.  Joseph Steed’s comment:

“My Dad literally lived Catch 22. He was assigned as a pilot to his bomber squadron in Europe within a month of the arrival of a young bombardier from New York City named Joseph Heller. Heller flew as Dad's bombardier on several missions. In the Avignon mission which was a significant scene in the book, like the author, Dad saw one of his friends shot down for the first time. On the same mission, Dad's plane lost an engine and he had to ditch it in the Mediterranean. Dad had told me about the ever-increasing number of missions required before being allowed to leave (he flew 66), and about the one guy in their unit who refused to fly again after reaching 40, the latter becoming the model for the guy who claimed he was crazy to avoid flying but whose sanity was proved by his not wanting to fly -- the original catch 22. When I discovered the Heller connection, Dad was in his 80s. He had heard of the book, but was not aware it was written by one of his bombardiers about their shared time in Europe. We looked up an old picture of Heller, and Dad remembered him as a little guy always running around with a notebook in his hand and writing things down. I got a copy of the book for him, but he made it only a couple of chapters in. He couldn't deal with being satirical about the experience.”

Catch-22 by Joseph Heller

Joe’s Dad, Bernard “Bernie” Steed was drafted in 1942 at 19-years-old. He qualified for flight training and within a year was commissioned a 2nd Lieutenant and training to fly B-25 “Mitchell” twin-engine bombers. These planes were made famous in the “Doolittle Raid” in which the big planes flew from aircraft carriers and bombed Tokyo in 1942. Bernie Steed’s life included the terror and humor of war. While still in pilot training in Georgia, shortly after landing in his trainer plane from a routine flight, a second plane’s propeller began chewing through their plane’s tail section, destroying it most of the way to the cockpit. The guy never saw them until he hit them. “Pilot inattention."

Bernie Steed in pilot training

By May 1944, Bernie Steed was 21-year-old pilot flying bombing missions from a base in Corsica across the Mediterranean theater of operations. On one mission Steed lost an engine, but managed to land the plane safely in the sea and get all of his crew into the life raft. They were rescued by a seaplane just a few hours later.  Bernie Steed earned the Distinguished Flying Cross for that mission and earned many other awards and decorations for flying 66 combat missions.

Joseph Heller was from Brooklyn and was a year younger than Bernie when he was assigned as bombardier in the 488th Bombardment Squadron in May 1944. He flew a couple of missions as part of Bernie’s six-man crew.

Joseph Heller in the Bombardier Compartment of a B-25 Medium Bomber

The characters in Catch-22 were composites of more than one person, Heller said. But about the action described, he said, “All the physical details, and almost all of what might be called the realistic details do come out of my own experiences as a bombardier in World War II. The organization of a mission, the targets—most of the missions that are in the book were missions that I did fly on.”

Thanksgiving Dinner, 1944, on the 488th Bomber Squadron Base, Corsica

A month before I learned about Bernie Steed, I saw a copy of Catch-22 at a book sale and bought it, thinking I would like to re-read it. Now that I know more about the author and one of the heroes in the squadron the novel is based on, I will definitely be re-reading the book.

Who Fights Our Wars: Sgt. 1st Class Thomas, Gospel Worship Leader, Tanker

In the 70s chaplains came to the Army with graduate degrees and credentials as Priests, Pastors, or Rabbis from their religions.  The chapel system tried to cover every spiritual need. But the chaplains also recognized their limits.  So in the Wiesbaden Military Community in the 1970s, the very proper Colonel in charge of the chaplains in the community authorized a Gospel service every Sunday night in the main chapel. 

The Pastor of the mostly Black congregation on Sunday night was Sergeant First Class Thomas (I can’t remember his first name). His Sunday night services were long, loud and a sharp contrast with the United Methodist morning services. 

The choir in the Gospel Service numbered more than fifty, singing, swaying, clapping and shimmering in blue robes. The service began and ended with music and prayers. In the middle was a sermon with deep lows, soaring highs and its own rhythm. 

In his office in battalion headquarters of 1st Battalion, 70th Armor, Thomas was the re-enlistment sergeant.  He enlisted in the early 60s, served two tours in the Vietnam War in infantry if I remember correctly. He switched to Armor later.

He filled out the endless paperwork required re-enlist. But the calm, detail-oriented man behind the retention desk was on fire in the pulpit.  He could deliver lines that were dire warnings in a way that would make me smile even while I felt the cold wind of condemnation blow in.

He would grab the pulpit with both hands.  He would hesitate, look directly at the congregation, then beginning in a low voice say, “Only your own faith will open the doors of Heaven. Sittin’ in a garage don’t make you a car, and sittin’ in this Church don’t make you a Christian! –at this point his volume was close to max – Only your own personal faith in Jesus will get you into Heaven.”

Another exhortation to personal faith delivered from low to crescendo ended with “We must be children of God. [Long Pause.] God don’t have any grandchildren.  Your grandma’s faith won’t get you to Heaven. And don’t you think you are foolin’ that faithful woman. She knows you need faith, and a whoopin’!”

After Wiesbaden, the next time I went to Black Church was in the summer of 2007.  I was in a neck and chest brace after a near-fatal bicycle accident. We went to an African Methodist Episcopal Church in the Lancaster City. My wife and I were two of the three white people among hundreds of people in the pews. It was a new and delightful experience for my wife. For me, it was just like the Wiesbaden Military Community.

A few months before our visit, I made the casual remark to my wife, quoting SFC Thomas, that 11 a.m. Sunday was the most segregated hour in America. Soon after, my wife started visiting Black and Latino and other Churches. They were very different the Presbyterian Church we attended. 

As was true in Wiesbaden, the Lancaster preacher illustrated his sermon with vivid metaphor. But the best and most memorable moment for us was when the minister called the children to the front of the Church to listen to a story.  He retold the story of the Good Samaritan as a man shot and left for dead in a side street right near the Church.  A preacher walked past the bleeding man, a star football player from the neighborhood walked past the man, and then there was a hush. The preacher told about a man who picked the wounded man up out of the gutter, took to the emergency room and paid his bill. 

Who was this man? 

The preacher boomed:  A man from Lititz! Yes, a man from Lititz saved him. The man from Lititz was truly a neighbor.

The kids clapped. The adults laughed. I thought I was going to re-break some of my cracked ribs I was laughing so hard.  Lititz is the whitest, richest suburb of the city of Lancaster.  A man from Lititz is the best replica of a Samaritan in that neighborhood.

When the adults calmed down the preacher asked the kids, “Who is this man’s neighbor?”

After a pause, a little girl said, “The football player.”

Now the preacher was laughing too.

I could imagine SFC Thomas loving that localized story of the Good Samaritan. 

On Memorial Day: Visiting the Grave of Major Richard "Dick" Winters

Major Richard Winters, 1918-2011

This morning I got a message on Facebook from Sarah Frye Gingrich. She was asking about a gravesite of a soldier to visit on Memorial Day.  I immediately answered with the grave of Major Dick Winters, one of the soldiers I most admire, and who is admired by even the most cynical of my fellow soldiers. 

The Winters family grave at Bergstrasse Lutheran Church

Ephrata, Pa.

 In suggesting the visit to Sarah, I was aware I had never visited Dick Winters grave.  Sarah took her six kids to cemetery at Bergsrasse Lutheran Church in Ephrata, Pa.  An hour later, I put on my uniform for the first time since I left the Army and went to visit Winter's grave with my youngest son Nigel. 

Nigel at the Winter's family grave site.

For those who don't know the story of Dick Winters, I cannot recommend more highly the book Band of Brothers by Stephen Ambrose and the HBO miniseries of the same name.   

First time in my uniform since 2016

There are many memorials to the men who participated in the Normandy invasion. The airborne museum at Sainte-Mere-Eglise tells the story of those who flew into the invasion in gliders and with parachutes.  And the American Cemetery at Normandy where more than 9,000 soldiers are buried on the cliffs above Omaha Beach.

Nigel and I after the visit.

Rest in Peace Major Winters.

Military Pilots Really Have "The Right Stuff"

Tammie Jo Shults, F-18 Fighter Pilot

Today I listened to the audio of pilot Tammie Jo Shults calmly speaking with Air Traffic Control in Philadelphia after the Number 1 engine exploded on her Southwest Boeing 737 aircraft.  Her voice had the kind of calm I have heard on headsets when I have been on military aircraft in serious trouble.  You would never know the danger from the voices of the pilots.

The Exploded Engine on Southwest Flight 1380

Shortly after I enlisted in 1972, I discovered that active duty soldiers could fly anywhere for $10. After I settled in to my first permanent duty station at Hill Air Force Base in Utah late that year, I decided to take a week’s leave and fly military from Utah to Boston and try out Space Available Flying.

I showed up flight operations at Hill the morning my leave began.  The first flight out was to Lowry Air Force Base in Denver.  It was an executive jet flying empty to pickup a general. I was a 19-year-old Airman First Class at the time.  They signed me up for the flight. I was the only passenger for the 500-mile trip over the Rocky Mountains.  It was glorious.  I had a drink and snacks served by the sergeant who was the steward on the plane.  I arrived in Denver thinking that flying “Space A” was about the coolest thing that ever happened to me. 

C-130 Hercules Transport Aircraft

I strolled to flight operations in Denver.  The next thing going anywhere east was a C-130 Hercules on its way to Atlanta, Georgia.  I think the plan was actually to go to Warner Robbins Air Force Base, but in the end, Atlanta was where we landed. Atlanta sounded good to me. I had never been to Georgia and I would be on the Atlantic Coast. 

The C-130E Hercules of that era cruised at 300 mph, less when fully loaded as we were today. After the one-hour trip across the Rockies, it would be more five hours inside the engine roar and wind noise of the four-engine Hercules.  The plane was fully loaded with palletized cargo under straps including what looked like Army mobile radar.  I walked up the tail ramp and past the cargo to the front of the plane.

Behind me, more than 50 high school ROTC cadets filed in for a trip to Georgia for a convention of some kind.  For some of these kids, it was their first flight.  In a C-130, everyone sits in fold-out seats made from nylon strapping material facing the middle of the plane.  The few windows were behind the heads of the cadets. Most of the cadets had their official USAF bag lunch as did I: two bologna and cheese sandwiches on Wonder Bread, chips, a cookie, and a carton of milk.  Those lunches would keep me busy for much of our ill-fated flight. 

Before we took off, the loadmaster handed me a set of headphones and asked me to help with the cadets.  I said sure and started checking seat belts.  The loadmaster told the cadets not to look at the cargo while we were in flight and to keep their seatbelts on unless they had to get up.  If you have never been in a C-130 or other cargo plane with seats down the sides of the fuselage, it is great advice not to look at the cargo, but it’s pretty much impossible.  The shaking cargo in flight will shift even a good digestive system into reverse. 

The flight was smooth for the first hour.  Many of the cadets laughed and joked and ate their bologna and cheese sandwiches.  An hour later we hit turbulence.  I watched some those happy teenage faces go pale, then green.  I grabbed a stack of airsickness bags and passed them out, open and ready for use.  Then I collected them. 

The kids kept me busy for the next few hours. While I was helping one of the kids out of the toilet, I left my headphones hanging on the bulkhead.  As we sidestepped toward his seat, the plane shuddered. When the kid was safely buckled in, I went back and grabbed my headset.  I heard the pilot say, “No fuel to the right wing. Engines three and four inop. Feathering props.”

The plane was crabbing in the sky. With power only on the left wing, the plane would try to spin clockwise, then flip back when the counterforces built up.  So we oscillated as if there were an axle sticking up and down between the wings and we rotated on it.

The pilot had been talking to air traffic control. He came back on the intercom. “We’re 70 miles out. Runway at Hartsfield will be clear for us. Ten years ago in the ‘Nam I landed a model B with one engine and some big chunks of wing missing. We’ll be fine. Big bump, when we first touch down, then we’ll be fine.”

We slowly descended. Our slower airspeed made crabbing less violent. The loadmaster and I double-checked seatbelts and told all the kids everything was fine and we would land soon. We were lying with a smile.

Ten miles out I went up to the flight deck and looked ahead though the cockpit.  Red lights were everywhere on the airstrip. The pilots and the rest of the crew were perfectly calm, but it seemed like the rest of the world thought a plane with two dead engines was a problem. 

We descended. As we neared the ground the pilot pulled the nose up hard.  When we touched, the plane took one big bounce, skidded right for a couple of seconds, then settled down and stopped quickly. 

I waited until all the kids had filed out before I grabbed my duffel bag and walked down the ramp.  Fire trucks and ambulances ringed the area. I couldn’t count all of the emergency vehicles that were waiting for that big bounce to turn into something worse.  I sat on my duffel bag and waited for the crew to come out of the plane.  When the pilots and the flight engineer came down the ramp, they were talking like nothing had happened.  The loadmaster came over and shook my hand. He thanked me for helping out with the kids. 

A couple of decades later I would read Tom Wolfe’s book “The Right Stuff” and know that the “Cool” those astronauts brought to the Mercury space program came from learning to fly in the military.  Alan Shepard, John Glenn and the other astronauts, the heroes of my Cold War youth, are now pilots like Tammie Jo Shults and Chesley Sullenberger, military pilots, masters of the complex skill of flying and who remain calm and competent when engines fail.

   

My First Military Haircut, February 1, 1972

The night before my Basic Training haircut.

When I arrived at Lackland Air Force Base on February 1, 1972, among the first order of business was the haircut.  For me and many other recruits, this was a matter of no small delight for the three barbers shearing our shoulder-length locks down to military crew cuts.  We paid for the haircut, twenty-five cents if I remember correctly. When it was my turn, the thin, grinning guy with several teeth missing said, “Lookie here fellas, another pretty one.” 

My wavy, shoulder-length hair fell to the floor joining a pile that could have been a couch cushion.  As my hair hit the floor, the third barber took a break and started sweeping the curls and waves into a waste bin in the corner. 

Merle Haggard’s “Okie from Muskogee” was released more than two years before in September of 1969.  The barber was humming while my hair floated to the floor.  I had not heard “Okie from Muskogee” at that point in my life.  I would hear the song in Denver after basic training when country music would become part of the background sound of my barracks life. 

Whether the humming hair harvester was serenading me with Haggard’s Hippie-Hating Hymn of some other country call to arms, he enjoyed sending my transient tresses to the floor. 

With shoulder-length hair and head-to-toe discomfort, the barber knew I was a Yankee.  Because I was at Air Force basic training in February he could assume I was a Liberal, but not rich enough to buy my way out of the draft and took the safer route of the service in which about one percent were in the line of fire and 99 percent were on big bases protected by the Army.  

He would not have guessed that the skinny recruit he was shearing was the son of two enthusiastic Goldwater Republicans, my uncle was on his third tour flying F4s over Viet Nam and that I had, in fact, enlisted before my draft number was published.  Two months later, my sister would send me that draft number, 269, written on a small poster she sent in a large, brown envelope, much to the amusement of my fellow basic trainees.