I can say from my experience that flying operational fighter jets is highly dangerous. People don't strap fighter jets to their backside if they are overly concerned for their future. While in F-105 training at McConnell AFB in early 1968, we lost five aircraft in six weeks (one aircraft crashed in air-to-air combat training; one aircraft crashed on the air-to-ground gunnery range; one crashed on take off; one crashed on final approach at a nearby airfield; and one crashed coming back from a cross-country mission). My nephew was killed while flying a Marine Corp EA-6B Prowler during a low level state-side training mission. I was in a flight where an F-105 pilot was killed while we were training on an air-ground gunnery range. Also, I've been in F -105 and F-111 operational units where a number of pilots were killed while training for their war time mission. We got really good at flying "Missing Man Formations" and doing memorial services for our fallen comrades and their families. I can assure you that Lt. Bush was continuously exposed to similar dangers during all weather scrambles and during training exercises as evidenced by the F-102 pilots killed in his unit.

Cowards (or people who lack courage) don't take on the risks that Lt. Bush did in flying Fighter Interceptor Aircraft. Flying jets in wing formation in the weather and carrying explosive ordnance on board is dangerous work. The pilots in these squadrons (including Lt. Bush) did what their country asked them to do. They performed their assigned mission and did it well. In November 1970, the Commander of the Texas Air National Guard, Lt. Col. Jerry B. Killian, called Mr. Bush, then 24, "a dynamic outstanding young officer" who stood out as "a top-notch fighter interceptor pilot." "Lt. Bush's skills far exceed his contemporaries," Colonel Killian wrote: "He is a natural leader whom his contemporaries look to for leadership. Lt. Bush is also a good follower with outstanding disciplinary traits and an impeccable military bearing."

During the Vietnam conflict, military pilot training was greatly expanded to accommodate the increased need for pilots. Thousands of pilots were trained during this conflict, primarily to support mission and pilot rotation requirements. F-105, F 4 fighter pilots, and the pilots of other combat aircraft were routinely rotated out of the combat theatre after completing their 100 combat missions. That meant that other pilots needed to be trained to take their place. As the Vietnam conflict began to phase down around 1971, there was a surplus of hundreds of pilots in the U.S. Military, for which there were relatively few flying jobs. Thus, the active duty force as well as ANG and Reserve forces could be very accommodating to those who wanted to pursue alternative career paths (such as Lt. Bush going to Harvard Business School). In fact, these sorts of administrative actions (early releases) helped alleviate the challenges facing the services of a pilot surplus. Also, commanders were lenient in allowing individuals to fulfill their service obligations in ways not involving flying duty. Such arrangements were coordinated at the unit level.

Just as Lt. Bush's supervisor released him from the ANG to go to Harvard, I released a pilot from the Air Force months early (when I was Commander of the 4442nd Tactical Control Group) so he could participate in the pilot hiring cycle of Delta Airlines. I could have held this pilot to the end of his service commitment but chose not to -- since letting him go early created no hardship to our unit. Rather, it gave a pilot (who had served his country well) an immediate opportunity for a future career. I point this fact out so that the public knows that Commanders have the prerogative to make decisions that take into consideration the needs of the Unit and the needs of an individual ready to make a career transition out of the service. Having been a Squadron Commander, I can tell you this -- we know the status of our assigned personnel all the time -- everyone is accounted for. We reported the status of all our squadron personnel daily to a higher level in our organization. Likewise, Lt. Bush's Squadron Commander of 30 plus years ago (Lt. Col. Killian, now deceased), would have known where Lt. Bush was or, at the very least, how to contact him should that have been necessary. The bottom line: Lt. Bush's documented Air National Guard service exceeded the requirements set forth in his Guard contract and Lt. Bush received an Honorable Discharge.

As Lt. Bush completed his flying assignment in April 1972, F-102s were being phased out of the Air National Guard. What we know is that he served honorably; he flew fighter jets; he embraced the inherent high risk of flying an F -102; he served our country; he met his Air National Guard requirements and he received an Honorable Discharge. The attacks on Lt. Bush are designed to diminish Lt. Bush's service to our country in the eyes of our citizens and soldiers some thirty years after Lt. Bush received an Honorable Discharge.

During his time in charge of the unit, Staudt decided whether to accept those who applied for pilot training. He recalled Bush as a standout candidate.

"He was highly qualified," he said. "He passed all the scrutiny and tests he was given."

Staudt said he never tried to influence Killian or other Guardsmen, and added that he never came under any pressure himself to accept Bush. "No one called me about taking George Bush into the Air National Guard," he said. "It was my decision. I swore him in. I never heard anything from anybody."