Body Bags and Aluminum Coffins

IMG_0113After I published my article the Red Blood of Patriots, one of my friends commented that “these stories need to be told.” In that article I wrote an experience I had one night when my C-130 crew was diverted to an emergency air evacuation mission out of Dong Ha. There is another side to that story, and the story of the Vietnam experience as a whole, and this is my attempt to tell it – the transporting of the dead.

As a boy, I was not fond of graveyards and didn’t want to be around dead people. I was exposed to a graveyard every day at Lavinia School because the local cemetery was adjacent to the school yard. Some of my ancestors are buried there but it still bothered me. As for the dead, I once feigned sickness to avoid going to the funeral of a man I knew well and respected. Fortunately, there weren’t a lot of funerals in my family and circle of acquaintances although I did lose a few friends, one to a tragic accident when a hole he and some friends were digging into the side of a gulley fell in on him, a girl to leukemia and a boy who was hit by a car. I didn’t go to any of their funerals. As for graveyards, I finally got up enough nerve to wander through the cemetery at the church on the other side of the woods bordering our property and look at the old tombstones, but I was older by then. All of that changed for me, along with a lot of other things, in Vietnam.

The Air Force had two terms for the dead. Those who were killed on the battlefield or died of wounds were referred to as KIAs before they were transported to a mortuary. After they had been embalmed or processed – there were many who couldn’t be embalmed – they were called human remains. KIAs were transported in olive drab rubber battle bags; human remains in aluminum shipping coffins. I saw a lot of both.

I don’t remember the first time I transported a KIA in a body bag. It was sometime in the fall of 1965 when my squadron was TDY to Mactan, a tiny island ofnd f of the Philippines island of Cebu, from our home base, Pope Air Force Base, North Carolina. I know I was traumatized, which is probably why I don’t remember it. I no doubt picked it up at some airfield and carried it to either Da Nang or Saigon where the US had mortuaries. Originally, there was only one and it was operated by the Air Force at Tan Son Nhut but as the US role changed to ground combat, a second was established at Da Nang. I don’t believe the Da Nang mortuary was open yet because the first body bag I remember came out of there and went to Saigon. The flight wasn’t memorable because of the body bag, it was memorable because I also had a Vietnamese coffin on board and the deceased’s grieving young widow accompanied it. Vietnamese coffins were made of aluminum and weren’t that well made. Vietnamese undertakers put bodies in coffins partially filled with sand or something, and the bodily fluids tended to leak. When we got to Saigon, the US Graves Registration ambulance was there to meet us but the South Vietnamese were nowhere to be seen. The girl – she was around 19 or 20 – became hysterical while we were waiting and started trying to open the coffin. I was about ready to pull my .38 but she finally calmed down.

There was one flight with a body bag – it may have been the one with the grieving widow – I remember because I had become so used to carrying them that I sat on a nylon seat in the back of the airplane next to the litter with the body bag and ate my flight lunch.

My crew went back to Pope a few days before Christmas and I went on leave. When I got back, I learned I had overseas orders. I was going to Naha, Okinawa. I knew it meant more Vietnam flying. I got to Naha on a blustery Monday evening in February. The following Sunday I went to the newly opened air base at Cam Ranh Bay on a special mission for two weeks of flying in South Vietnam. I was flying with an instructor loadmaster because this was my first flight in the C-130A – I had been flying C-130Es and there were some minor differences so I had to be signed-off. We shuttled ammunition from Cam Ranh to Ban Me Thout and Tuy Hoa in support of a large operation. One morning we had a passenger on a sortie to Ban Me Thout. Although passengers were not normally allowed on flights with Class A ammunition, a waiver had been issued. The passenger was an Army Specialist Sixth Class. I remember what he looked like – he had dark hair and was wearing dark-rimmed military issue glasses – but I didn’t talk to him much. We dropped him off with the load and went back to Cam Ranh for another. That afternoon, we went back to Ban Me Thout. The ground radio operator – we called the forward field operations Transport Movement Detachments or TMD at that time – advised us that we’d be carrying a KIA on the outbound flight. By this time, I’d hauled quite a few KIAs and was used to the sight of body bags. The air freight guys brought the litter on and put it down at the front of the airplane and I wrapped straps around each end and ratcheted them down. As we were taxiing out, George, my instructor, said on the interphone that the KIA was the same Spec 6 we had brought in that morning. Now, I don’t know it if was or not. I do know that Spec 6s were not that common.

For the next 18 months I spent most of my time in either South Vietnam or Thailand. I have no idea how many I carried, but KIAs in body bags and South Vietnamese aluminum coffins were common. Fortunately, the number of Vietnamese coffins declined. I’m not sure why, but I believe there was some kind of policy change and that Vietnamese became responsible for transporting their own dead. It was fine with me. We didn’t have KIAs on every flight or even on most of them, but it was common to go into an airfield and take a KIA or two out. Since the KIAs were going to Saigon and our operating base was Cam Ranh Bay, we probably didn’t carry as many as the crews operating out of Tan Son Nhut did.

One night I was on a mission to Pleiku, a large base in the Central Highlands. An Army Chinook helicopter that crashed there the day before. On the way in, we were advised by the ALCE (the name of the Transport Movement Detachments had been changed) that we were carrying the remains. The helicopter had exploded. We came out of Pleiku with the remains of five men in a single body bag. Everything Graves Registration could find was lumped together. There was about a 5-pound lump inside the bag, and there was the odor of a meat market in the air. I’ve never forgotten that smell.

My four year enlistment was up at the end of my tour at Naha but I decided to reenlist. Believe it or not, my job as a loadmaster was a decent job. My new assignment was to a Military Airlift Command squadron based at Robins AFB, Georgia. The squadron’s primary mission was transporting nuclear weapons and they were in the process of transitioning out of Korean War vintage C-124’s to brand new Lockheed C-141s. The C-141 was essentially a jet version of the turboprop C-130, but it was longer and could carry ten pallets of cargo while the C-130 carried six. Our mission was transporting nukes and I flew nuke missions but we also flew Military Airlift Command “channel traffic” missions, and most of them went to Southeast Asia. We often had human remains as our cargo on the way back.

MAC used the crew stage system. Instead of keeping the same airplane all the way to our destination and back home, we flew different airplanes in stages. We’d take a squadron airplane from Robins to an onload point, usually Dover, Delaware, then proceed to Elmendorf AFB, Alaska where we’d surrender the airplane to another crew and enter the stage. After crew rest of some 15 hours, we’d pick up another airplane and take it to the next stage point at Yokota AFB, Japan. We’d crew rest then take another airplane on to its cargo’s destination, usually an airfield in either South Vietnam or Thailand. Most went to one of three airfields in South Vietnam – Cam Ranh Bay, Da Nang and Tan Son Nhut at Saigon. We’d then go to our next crew rest stop at Kadena AB, Okinawa. From Kadena we went to Elmendorf. After Elmendorf we’d take an airplane to it’s home base, hopefully to Robins but as often as not we’d go to one of a number of MAC bases on the East Coast then catch a scheduled shuttle back to our home base. Airplanes coming out of South Vietnam often came out empty, but those that went to Saigon as often as not came out with a load of human remains.

In the Vietnam years, human remains were transported without ceremony. There were no flag-draped coffins and no escorting officers. Human remains were considered to be cargo and were handled as such, with certain conditions. Air Force policy was that human remains were always loaded in the airplane headfirst and they were loaded so they’d be the last item on the airplane to be jettisoned. (I never heard of a C-141 crew ever jettisoning anything.) I believe there was a MAC policy that only three coffins could be loaded on a single pallet and they could be stacked no more than three coffins high. These coffins were not typical coffins. In fact, they were actually shipping containers and they were virtually identical to other shipping containers used for other items. The only way to know they were for human remains was – well, there really wasn’t a way. I suppose they were all unpainted aluminum. The name of the person’s whose remains were in the container were recorded on documents contained inside a plug on the end of the container.

Human remains went to one of two places, Travis Air Force Base, California or Dover Air Force Base, Delaware. That’s where the two military mortuaries were (and still are) located. Since we were East Coast, any human remains we carried were Dover bound. I was later based at Dover and remember the building well. It was a non-descript facility located by itself just off the flight line. Military morticians removed the remains from the aluminum coffins and placed them in cardboard containers for shipment to mortuaries near the deceased’s home. They were then transported to Philadelphia International and turned over to the airlines. A special unit at Dover provided escorting officers and enlisted men to accompany the remains.

We could pick up an airplane with remains anywhere from Saigon to Elmendorf. I don’t remember going into Saigon and picking up remains myself, but I do remember getting airplanes at Kadena with remains. We’d try to get a Robins airplane at Elmendorf but sometimes we’d get a Dover airplane and take it to its home base, and they sometimes were loaded with remains. Now, most of the time, there were only a few remains on board, anywhere from one or two to a dozen. There were times, however, when we got on an airplane and learned that it was practically full. Since number one pallet position was normally kept open, a full airplane would have eight pallets (human remains weren’t loaded in the last pallet because it sat at a slight angle on the ramp.) Each pallet would be loaded with up to nine containers, a total of 72. During the 1968 Tet Offensive, we often had several pallets of nine on board.

Some of the other crewmembers were distressed because of the remains we carried. It didn’t bother me. We were carrying processed remains of men who had been embalmed and prepared for shipment. The only odor was of embalming fluid; it smelled a bit like a funeral home. I had carried so many KIAs in Vietnam that I’d become desensitized to them. I was about to get another dose.

I’d only been at Robins for a year when a message came in that I was going back overseas. I was going back to C-130s, but this time I’d be at Clark AB, Philippines on the C-130B. I knew that the B-models had been bearing the brunt of forward field operations. The message came in toward the end of September but the squadron managed to get a waiver for C-130 training because I had previous experience so I didn’t have to depart until the end of November. I reported to my new squadron at Clark in February 1969. I was twenty-three years old and had been in the Air Force for six years, and had almost five years flying experience. The war had changed during the time I was at Robins. Conditions were worsening when I left Naha. The intensity of combat had peaked the previous year but it was still high, and US forces were still taking heavy casualties. We were flying into forward airfields like the one shown above, which I believe is Bu Dop. Bu Dop was one of about half a dozen airfields along the Cambodian border that we frequented, as in nearly every day we flew.

We didn’t pick up KIAs every time we went into a forward field but we did often enough. I remember one conversation with a young airman who had come over from Robins with me. He was having trouble dealing with carrying KIAs. I told him to not think about them as dead soldiers, that what we were carrying was what was left after the soul departed. (I believe I referred to the remains as pieces of shit, since vulgarity was common in the military. After I said it, I wished I’d used a different term.) That must be how I dealt with it because I have no problems from carrying so many dead, but I know men who do.

The most pathetic KIA I ever carried was the body of a young nurse. The girl had been killed in a communist sapper attack on a military hospital. There is a discrepancy in my recollections and the records shown on the Internet of women killed in Vietnam. Only one woman is shown as having died as a result of enemy action. First Lieutenant Sharon Case was killed on June 8, 1969 at Chu Lai. My recollection is that the girl whose remains I carried was killed at Cam Ranh during an attack on the Army 6th Convalescent Center on Thursday, August 7, 1969. The convalescent center was just up the beach from Herky Hill where we stayed when we were at Cam Ranh. The flight engineer and I were in bed in our quarters when we heard the sound of explosions. We went out on the balcony of our barracks and saw the fires burning and heard firing at the Army facility. Helicopters were flying low over us. The next morning, as I was on my way in to C-130 Operations, I ran into Fred Sowell, one of the detachment loadmasters who was assigned permanently at Cam Ranh. Fred told me that a nurse had been killed the night before and I was taking her body to Saigon. He said her body was in a refrigerated CONEX container.

I went on out to the airplane to preflight and check the load. A little while later, an aerial port truck came out with the body bag. He back up to the crew entrance door and we brought the litter in through it and I tied it down. God only knows how many KIAs I’d carried by this time – there were dozens and perhaps even hundreds. This one was different. The body in that bag was that of a young American girl, the object of every soldier, sailor, airman and Marine’s eye. The aerial port people, the airplane’s ground crew and the rest of my crew all came to take a look. I looked at the name tag, which was something I rarely do. I did not unzip the bag to take a look – I never did that. The girl’s name came out in Stars and Stripes a couple of days later.

Now, I am almost positive that the body of the nurse I carried was of someone other than Lt. Lane. Lt. Lane was killed on June 8, a Sunday. I am pretty sure that was the day I departed Clark for my first shuttle with my new crew. I know I had been in country in late May and early June to check out on the delivery of the M-121 bomb (that’s another story). We were still in country on June 23 when another significant accident occurred and we left for Clark the next day. The only explanation I can think of is that the death of the nurse was classified because Cam Ranh was supposed to be a secure base and her name somehow slipped through the cracks. Some would say, “people would have known.” Actually, the only reason I knew a nurse was killed was because I carried her body. The attack occurred at 1:00 AM and we took off for Saigon with the body around seven hours later. Graves Registration had taken the body and transported it to the aerial port on the West Ramp and it was put in a CONEX until it was brought out to our airplane. One reason I don’t believe the nurse was Sharon Lane was because I’m certain Fred Sowell told me about her death and that I would be carrying her body. Fred took a consecutive overseas tour to Clark and got there just before I left to go back to the States. I left in late July or early August, which means Fred wasn’t at Cam Ranh in June.

I have no idea how many KIAs I carried in some 40 months of flying in South Vietnam (I wasn’t in South Vietnam all the time, but spent much of those months at either Cam Ranh or Saigon. Nor do I know how many human remains I transported in a year on C-141s. All I know is there were a lot of them.

Before I close this, let me mention that there are myths about the dead from Vietnam. A common expression is that a soldier might “go home in a body bag.” That did not happen. KIAs were transported to one of the two mortuaries where they were embalmed and prepared for shipment. If they couldn’t be embalmed, they were processed as best as the military morticians could. They were then shipped to the States in an aluminum shipping container. Another myth is that a buddy accompanied a body home. This is ridiculous because units couldn’t spare men for such duty. Escorts came from units at the mortuaries and were “professional escorts” if you will. I only remember one passenger during my year in C-141s who was escorting a body to the States. I’ve forgotten the details, other than that he was a young Marine and the body was either a buddy who had made some kind of special request or was a family member. I’ve also seen claims by sailors that they transported bodies on ships. Nope – all remains were turned over to the Air Force and transported by air, first by Military Air Transport Service, or MATS, then by Military Airlift Command, MATS’ successor.

Records exist of 58,300 men (and a handful of women) who died in Southeast Asia. It’s not unreasonable to estimate that I transported the remains of some 200-300 of them, either as KIAs in South Vietnam or as human remains on C-141s.

 

 

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Red Blood of Patriots

Dong Ha Takeoff (2)

This morning as I was watching coverage of President Donald Trump’s inauguration, I was keeping track of Twitter. In his speech, President Trump spoke this line – “It is time to remember that old wisdom our soldiers will never forget: that whether we are black or brown or white, we all bleed the same red blood of patriots, we all enjoy the same glorious freedoms, and we all salute the same great American Flag.” Immediately after he said it ,  Conservative, Inc. writer John Podhoretz, who has a reputation for arrogance, tweeted that traitors have red blood too, which is true enough but the way he said it really pissed me off. The president’s line reminded me of my own experience with red, American blood, although it was Podhoretz’ comment that caused me to dwell on it for some time. I know exactly what the blood of our armed forces, whether patriot or not, looks like after it has been spilled.

During the late Southeast Asian unpleasantness, I was an Air Force flight crewmember, a loadmaster assigned to squadrons that flew the now-famous, but not so much then, Lockheed C-130 Hercules. It was sometime in the spring of 1967. I was nearing the end of my tour. A year before, I was flying on missions over North Vietnam and Laos dropping flares for fighters to attack trucks bringing supplies south to the communists who were seeking to overthrow the government of South Vietnam. I had returned to routine transport flying, or hauling trash, as we were beginning to call it. Our flying really was routine – hauling troops and cargo, but mostly cargo, around South Vietnam and Thailand. We were physically based at Naha, Okinawa but we’d go TDY for sixteen days at a time to either Cam Ranh Bay in South Vietnam or Bangkok, Thailand to fly airlift missions. We called the stints “shuttles.” We’d take off early on our first day in country, then start later and later each day until we were flying mainly night missions, then we’d have a day off and start over again on the day missions. After two weeks, we’d go home for a few days then come back and do it all over again.

On this particular shuttle, I was flying with Captain Tom McQuaide, an experienced C-130 pilot who had come to our squadron from a Tactical Air Command C-130 squadron at Lockbourne AFB, Ohio. Some of our pilots had come from other commands and other aircraft types, and were restricted to airfields with runways at least 4,000 feet long because of several prop-reversal accidents involving the C-130As we were flying. Flying with them truly was routine but when flying with an experienced C-130 pilot like Captain McQuaide, we got into the short, unimproved airfields out in the boondocks where the war was. (We actually got shot at no matter what airfield we went to – one night after landing at Tan Son Nhut, the huge airport at Saigon, the air freight people who met us told me they’d watch us come in and that we’d been trailed by tracer bullets.)

We were a little over half-way through our two weeks of flying. We took off for our first sortie late in the afternoon and had then gone to night missions, which usually involved moving backlog cargo out of Cam Ranh to the major airfields around South Vietnam, particularly Qui Nhon. We went north to Da Nang for the last part of our mission and after dropping off our load, air freight brought out a stack of five empty pallets – we were required to always have five pallets on the airplane to insure a supply of pallets in the country – and were supposed to take off and fly south to Qui Nhon to pick up cargo for Cam Ranh. When we reached Cam Ranh, we’d be finished for the night. I had just finished chaining the empties to the ramp when a dispatch truck drove up to the back of the open ramp. The driver stuck his head out of the window and informed me that our mission had been changed – we were being diverted to a combat emergency air evacuation mission to Dong Ha. Combat emergency was the highest priority for airlift missions in Southeast Asia. My adrenaline started pumping just at the words.

I was well-acquainted with Dong Ha. I took the above picture there in the fall of 1965 when I was at a tiny island in the Philippines called Macton on temporary duty from Pope AFB, North Carolina. We took a hit that day, although we didn’t know it until we got back to Mactan. Miraculously, it was only one of two hits I took in more than 1,200 combat sorties although we got shot at on nearly every flight. I had flown air evac missions before, but not a CE. In fact, although air evac was one of our missions, we rarely flew them because Army and Marine helicopters usually flew wounded men to rear area hospitals. As the dispatcher was pulling away, a forklift came up to  remove the forklift. As soon as the pallets were removed, I went to the front of the airplane and got the emergency escape ladder and installed it just behind the wing – the ladder was part of the litter system. Then another truck pulled up and the air evac crew got out, a nurse and two enlisted medical technicians. The nurse was male – only male nurses were assigned to combat missions. They loaded their equipment on the airplane and got on.

The nurse, a lieutenant, told me that Dong Ha was under attack and that a Marine had been hit in the head. We were to pick him up and bring him back to Da Nang, hopefully in time for emergency surgery to save his life. Casualties were mounting and there were other wounded, some in litters and some walking, and we would be bringing them back as well because the field hospital at Dong Ha was running out of space. After engine start, I continued setting up litter stanchions and dropping the straps from the ceiling that served to secure one side of each litter. We continued rigging stanchions and dropping straps while we taxied out and took off. Each stanchion had steps that could be dropped down so someone could climb up and reach the straps – since it was my airplane, that someone was me. The medical crew and I also dropped the nylon seats on the sides to have them available for walking wounded.

The flight wasn’t that long, not more than twenty minutes at most. Dong Ha was about 50 miles northwest of Da Nang. It sat right on the Demilitarized Zone. On the other side was North Vietnam. When I went in there the first time in the fall of 1965, there was nothing much there but since then, the Marines had moved in and made it a major base. Navy Seabees had laid 2,900 feet of pierced-aluminum planking on the dirt runway, making it an “all-weather” runway. C-130s went in there every day, but not normally at night.  North Vietnamese troops probed the base nearly every night; it was considered too dangerous for routine missions at night.

The firefight was still going on right off the runway when we landed. The guys in the cockpit saw the green and red tracers flying back and forth. I didn’t see them. I was too busy in the back. I was so pumped up on adrenaline that I went outside and started opening the doors that covered the gas turbine compressor, the auxiliary power unit that provided power when the engines weren’t running with the #2 propeller still coasting down. As soon as I got the rear ramp opened, Navy ambulances began arriving with the wounded Marines. The number had increased drastically since we left Da Nang a half hour before. I don’t recall the exact number but there were around a dozen or so men in litters and around twice that many walking wounded. I remember noticing that none of the men were black. I noticed this because civil rights leaders in the US, particularly Martin Luther King, were claiming that blacks were being killed and wounded at rates far in excess of their numbers.

The men had received only minimal medical care and many were bloody and still bleeding. In addition to the Marine with the head wound for which we had initially been sent out, there was at least one other patient whose life was in danger. While the medical crew took care of the litter patients, I helped the walking wounded settle into their seats and fasten their seatbelts. Now, I had always thought I was squeamish; Vietnam proved that I’m not. The men were all bloody but they seemed lucid enough. Once all of the patients were loaded, we fired up the four engines. When the flight engineer switched power from one generator to another, there was a momentary power loss. A huge sigh of dismay went up from the patients. The loss was only momentary and the airplane was only dark for a couple of seconds. Captain McQuaide took off right over the firefight. He reckoned it was safer than taxiing to that end of the runway and then turning around, and exposing the airplane to AK-47 fire in the process. By taking off over them, we’d only be in range for a few seconds. As far as I know, we took no hits.

There wasn’t anything I could do once we were airborne but keep watch on everybody. The medics and the nurse were tending to the litter patients. They were cleaning their wounds and nipping away pieces of flesh, although I didn’t notice it at the time as they were in the back of the cargo compartment and I was sitting in the first seat aft of the entrance door at the front. The nurse was devoting his attention to the Marine with the head wound. He looked up then started walking toward me. I knew the Marine was dead. He told me to ask the navigator for our coordinates so he could put it in the death certificate. He told me not to say anything to the other wounded. He left the dead Marine’s head uncovered. I felt very deflated.

We continued to Da Nang. We taxied to the ramp and were met by a blue Air Force ambulance/bus. They are large busses that had been configured with litter stanchions in the back and seats in the front. More medical personnel were with them. I stood by the dead Marine while the medical crew offloaded the litters and the walking wounded filed by. The nurse had put me there to try to keep the other Marines from realizing he had died. It didn’t work. The other litter patients had been offloaded and the one litter remained in place. The walking wounded had to go right by it and they realized something was wrong.

The bus pulled away and the medical crew got their stuff and went with it, leaving me with the dead Marine. Because we were only a few minutes out when the copilot called and advised that we needed Graves Registration, it was some time before they arrived to take the body. The nurse had given me the paperwork recording the man’s death. I didn’t cover up his head. I looked at him and thought to myself, “What a waste.” I wondered about him. He had the rough face of a coal miner or a football player. I wondered if he might be from Pennsylvania. I didn’t have a clue how old he was. I was twenty-one myself. He could have been older or he could have been nineteen for all I knew. One of the officers, I think it was Capt. McQuaide, came back to where I was keeping watch over the dead Marine and kept me company until Graves Registration finally came out in their olive drab ambulance to pick up the body, or KIA as they are referred to in the military, or were before the military became “sensitive.” After they left, I went outside to keep watch on the engines during engine start then came back inside and closed the ramp. Once the engines were started, I went to work stowing the litter straps and moving the stanchions to their stowage at the front of the cargo compartment.

It was after I had put everything away that I realized that our airplane looked like an operating room after multiple surgeries. Normally, I would sweep the floor and put the dirt in the trash can that was part of every airplane’s extra equipment. We were on our way back to Cam Ranh empty as we had already exceeded our crew duty day. I called Captain McQuaide on the intercom and told him we were going to need a firetruck. I’d never called for one before but had heard of others doing it. The floor was covered with blood but there were also pieces of flesh where the nurse had snipped them off of the wounds. The only way to clean it up was to wash it out.

By the time we landed at Cam Ranh, the sun was up. There was no firetruck but there was a water truck waiting for us. We pulled into our parking spot and shut down the engines. The maintenance dispatcher’s truck pulled up and the airplane’s crew chief got out. He bounded up the steps and took one look at his airplane, then turned around with his hand over his mouth and ran back down the steps, then started retching. The water truck driver took one look then handed me the hose and left. The officers and flight engineer had all left. It was just me, a water hose and a bloody, gory airplane. I started washing. The water mixed with the blood and turned red.

I grew up in West Tennessee about 75 miles from Shiloh Battlefield where one of the bloodiest battles of the Civil War was fought. I’d been there once on a field trip when I was in elementary school. One of the features on the park is a pond called The Bloody Pond. According to local tradition, the waters of the pond turned red with the blood of the wounded soldiers, Confederate and Federal, who went there to drink and wash their wounds. As I washed the blood and gore out of the airplane that was now being returned to its crew chief, the bloody water reminded me of that pond.

Now, I don’t know if those young Marines considered themselves to be patriots or not. Seriously, I doubt that they did. Patriotism was not something young soldiers, sailors, airmen and Marines talked about in those days. I’m sure they were volunteers, at least most probably were. Draftees only went into the Army as a rule, although the Marine Corps had started accepting them due to the lack of volunteers in a country where the youth were becoming violently “anti-war” and pro-Viet Cong. Nevertheless, we were serving our country, no matter our motivations – and we all bled red.

What upset me about Podhoretz’ Tweet is that he’s never seen anyone shed blood for their country and never will. He, along with the rest of the Conservative, Inc. crowd are good at using the word processor as a weapon but none of them will ever hear a shot fired in anger. They’re all talk. As for “traitors,” a traitor is a patriot to the country he or she supports. We all bleed red.