Col. Richard G. “Duke” Woodhull, Jr.
U.S. Air Force Strategic Air Command
U2 Pilot, Base Commander, Defense and Air Attaché
1955 – 1985
U.S. Air Force Strategic Air Command
U2 Pilot, Base Commander, Defense and Air Attaché
1955 – 1985
Richard Woodhull was born in Summit, NJ in 1934 but was never called Richard. When only two weeks old, he acquired the nickname Duke from his two older sisters, and the name stuck. He also had one younger brother. When Duke was five years old, his parents split up and he and his mother and siblings moved to Miami. His mother, Louise, was a wise, strong person who never remarried and had a strong positive influence on Duke and his siblings.
Duke originally enrolled at the University of Miami on a boxing scholarship but transferred to Florida State where he joined the student circus. In July 1955, Duke left school, enlisted, and entered the USAF Undergraduate Pilot Training Program as an Aviation Cadet. His 16-month pilot training course began with a 3-month “Pre-Flight” Phase at Lackland AFB, followed by more than a year of flight training which ended when he received his commission as a 2nd lieutenant and the wings of a rated pilot. Graduating as a Distinguished Graduate in October 1956, Duke received his gold bars and wings and immediately headed home for one month of leave. Prior to his graduation, his eldest sister sent him a note saying she couldn’t wait to see him because she had found, in her opinion, the “girl of his dreams.” It turned out that she was right.
Duke went home for a 30 day leave and this was the only 30 day leave of his 30-year Air Force career. Three weeks into the four week leave, his mother asked him if he had met his sister’s friend. He sheepishly admitted he had not, but then immediately made arrangements to meet her. Ann was a senior at the University of Miami and she swept Duke right off his feet. Thirteen months later, after a long-distance courtship, they were married on Thanksgiving Day, November 28th 1957. Duke’s first assignment after pilot training was to fly Military Air Transport Service (MATS) C-54 transports based at Charleston AFB. This group provided airlift support to Europe, South and Central America. Several months later, Duke was chosen for a new unit being created to support the worldwide operations of the highly classified U-2 strategic reconnaissance airplane. Duke and Ann packed their bags and headed to Puerto Rico.
The U-2 was an important component of the Cold War arsenal flying over oceans and other remote locations collecting nuclear debris from Soviet bomb tests at high altitude and performing aerial photography. Duke was assigned to the 2157th Air Rescue Squadron as Air Rescue Commander, responsible for planning and conducting missions that would fly at low altitude below the high-flying U-2s as they collected air samples for intelligence purposes in Operation Crowflight. It was during that assignment that Duke developed a fervent desire to fly the U-2, a dream that was later realized. After returning stateside, Duke qualified for an Air Force program that allowed him to once again become a full time university student. However, in 1961 and after less than a year of academic studies, the Berlin Wall was suddenly erected, resulting in cancellation of all school assignments and causing Duke’s assignment to Westover AFB in Massachusetts as a jet tanker pilot in the Strategic Air Command (SAC). He thus became a part of the elite SAC Alert Force that sustained round-the-clock nuclear deterrence during the Cold War. Fortunately, several years later, Duke was able to return to academia and earn both baccalaureate and masters degrees.
In 1962 the Cuban Missile Crisis occurred. The USSR was supplying Cuba with Intermediate range missiles. Cuba is only 90 from the coast of the US which meant those missiles could hit the US with deadly accuracy. President Kennedy viewed this as an act of aggression and SAC was on 24-hour alert. B-52 bombers loaded with nuclear missiles were airborne around the clock and Duke was directly involved in the supporting aerial refueling operations. The crisis was ultimately resolved with diplomatic maneuvering. Then, in early 1966, there was a limited call within SAC for volunteers to join the U-2 high altitude reconnaissance program. If selected, he would finally have a chance to fly the U-2!
Duke told us that the highlight of his career as a pilot was flying the U-2. It was the thrill of flying alone for hours at extreme altitudes, for long distances over denied territory on highly-classified missions. It was both exciting and gratifying to be involved in those unique, critical operations. Most of his U-2 missions involved intelligence gathering through aerial photography. The U-2 pilots wore pressurized flight suits and looked something like the astronauts of the early NASA flights.
Duke described the feeling of the takeoff in a U-2 was like being attached to a gigantic rubber band. Duke described the U-2 as having a huge wingspan and being an “unforgiving,” somewhat dangerous aircraft to fly. The plane was optimized for ultra-high altitudes that made it difficult to control both at high and low altitudes. The limited cockpit visibility for the one pilot, and the unique characteristics of the airplane made landings especially challenging. “It was,” he said, “…like landing a T-6 from the back seat!” For that reason, all landings were assisted by a Chevrolet El Camino high speed chase vehicle speeding down the runway behind the landing U-2, driven by another U-2 pilot, radioing the specific height above the runway to the landing pilot.
Duke flew reconnaissance missions in Vietnam out of Bien Hoa AB, north of Saigon. Like many other US Military bases, the Viet Cong would launch mortars at the base on a nightly basis. Some of these missions were conducted in territory they knew to be protected by Surface to Air Missiles (SAM). On one of his 7 ½ hour flights, he saw what looked like a giant telephone pole coming at him. It was a SAM, but fortunately, by the time it reached his altitude, it was no longer being directed by its guidance system and it missed him.
Although they flew at very high altitudes, there was always a chance that the plane could go down. The plane contained sensitive classified defensive electronic equipment that could not be permitted to fall into enemy hands. There were switches in the cockpit that would destroy the electronics assuming the pilot had the time to push them before bailing out. Duke recalls U-2s losses during his time, but mostly from accidents, not from enemy fire. On one occasion, a U-2 went out of control and crashed in South Vietnam, but the pilot parachuted out safely. The next day, a group of US Army Special Forces members and the same pilot were sent by helicopter to locate the wreckage and destroy or remove the classified electronics. They found the site, but when the VC came dangerously close, the pilot and the Special Forces soldiers had to quickly destroy what equipment they could, and narrowly escaped, taking the rest of the equipment with them. They returned to base without making contact with the enemy.
In 1969, after having qualified in the brand new U-2R model, Duke was assigned to manage and run the worldwide USAF U-2 operations as Branch Chief in the SAC Reconnaissance Center in Offutt AFB in Omaha, Nebraska. His headquarters location was deep underground, and the operational shifts were ten hours each day, six and a half days each week. In this role, Duke was responsible for all aspects of all overseas U-2 flights worldwide. He held that position for two years, after which he served a one-year, unaccompanied tour in a Special Missions Division of the 307th Strategic Wing at U-Tapao, Thailand.
Duke went on to assume additional positions of increasing importance over his 30-year career, retiring as a full colonel. Those included a security assistance tour in Rio de Janeiro, assignment as Assistant Director of Operation of the largest KC-135 tanker wing in SAC, a Defense Intelligence Agency (DIA) assignment as Defense and Air Attaché in the Philippines, and service as Director of Plans & Resources for AFTAC, a worldwide intelligence-gathering organization. Upon his retirement from the Air Force in July 1985, he worked in international sales for twelve years with the Boeing Company. On 28 November 2021, Duke and his wife will celebrate their 65th wedding anniversary at their home in western North Carolina.
Thank you, Duke, for 30 years of serving your country and risking it all during those U2 flights. To paraphrase High Flight, you ‘slipped the surly bonds of earth’ flying in ‘the high untrespassed sanctity of space, put out your hand, and touch the face of God’.
Duke originally enrolled at the University of Miami on a boxing scholarship but transferred to Florida State where he joined the student circus. In July 1955, Duke left school, enlisted, and entered the USAF Undergraduate Pilot Training Program as an Aviation Cadet. His 16-month pilot training course began with a 3-month “Pre-Flight” Phase at Lackland AFB, followed by more than a year of flight training which ended when he received his commission as a 2nd lieutenant and the wings of a rated pilot. Graduating as a Distinguished Graduate in October 1956, Duke received his gold bars and wings and immediately headed home for one month of leave. Prior to his graduation, his eldest sister sent him a note saying she couldn’t wait to see him because she had found, in her opinion, the “girl of his dreams.” It turned out that she was right.
Duke went home for a 30 day leave and this was the only 30 day leave of his 30-year Air Force career. Three weeks into the four week leave, his mother asked him if he had met his sister’s friend. He sheepishly admitted he had not, but then immediately made arrangements to meet her. Ann was a senior at the University of Miami and she swept Duke right off his feet. Thirteen months later, after a long-distance courtship, they were married on Thanksgiving Day, November 28th 1957. Duke’s first assignment after pilot training was to fly Military Air Transport Service (MATS) C-54 transports based at Charleston AFB. This group provided airlift support to Europe, South and Central America. Several months later, Duke was chosen for a new unit being created to support the worldwide operations of the highly classified U-2 strategic reconnaissance airplane. Duke and Ann packed their bags and headed to Puerto Rico.
The U-2 was an important component of the Cold War arsenal flying over oceans and other remote locations collecting nuclear debris from Soviet bomb tests at high altitude and performing aerial photography. Duke was assigned to the 2157th Air Rescue Squadron as Air Rescue Commander, responsible for planning and conducting missions that would fly at low altitude below the high-flying U-2s as they collected air samples for intelligence purposes in Operation Crowflight. It was during that assignment that Duke developed a fervent desire to fly the U-2, a dream that was later realized. After returning stateside, Duke qualified for an Air Force program that allowed him to once again become a full time university student. However, in 1961 and after less than a year of academic studies, the Berlin Wall was suddenly erected, resulting in cancellation of all school assignments and causing Duke’s assignment to Westover AFB in Massachusetts as a jet tanker pilot in the Strategic Air Command (SAC). He thus became a part of the elite SAC Alert Force that sustained round-the-clock nuclear deterrence during the Cold War. Fortunately, several years later, Duke was able to return to academia and earn both baccalaureate and masters degrees.
In 1962 the Cuban Missile Crisis occurred. The USSR was supplying Cuba with Intermediate range missiles. Cuba is only 90 from the coast of the US which meant those missiles could hit the US with deadly accuracy. President Kennedy viewed this as an act of aggression and SAC was on 24-hour alert. B-52 bombers loaded with nuclear missiles were airborne around the clock and Duke was directly involved in the supporting aerial refueling operations. The crisis was ultimately resolved with diplomatic maneuvering. Then, in early 1966, there was a limited call within SAC for volunteers to join the U-2 high altitude reconnaissance program. If selected, he would finally have a chance to fly the U-2!
Duke told us that the highlight of his career as a pilot was flying the U-2. It was the thrill of flying alone for hours at extreme altitudes, for long distances over denied territory on highly-classified missions. It was both exciting and gratifying to be involved in those unique, critical operations. Most of his U-2 missions involved intelligence gathering through aerial photography. The U-2 pilots wore pressurized flight suits and looked something like the astronauts of the early NASA flights.
Duke described the feeling of the takeoff in a U-2 was like being attached to a gigantic rubber band. Duke described the U-2 as having a huge wingspan and being an “unforgiving,” somewhat dangerous aircraft to fly. The plane was optimized for ultra-high altitudes that made it difficult to control both at high and low altitudes. The limited cockpit visibility for the one pilot, and the unique characteristics of the airplane made landings especially challenging. “It was,” he said, “…like landing a T-6 from the back seat!” For that reason, all landings were assisted by a Chevrolet El Camino high speed chase vehicle speeding down the runway behind the landing U-2, driven by another U-2 pilot, radioing the specific height above the runway to the landing pilot.
Duke flew reconnaissance missions in Vietnam out of Bien Hoa AB, north of Saigon. Like many other US Military bases, the Viet Cong would launch mortars at the base on a nightly basis. Some of these missions were conducted in territory they knew to be protected by Surface to Air Missiles (SAM). On one of his 7 ½ hour flights, he saw what looked like a giant telephone pole coming at him. It was a SAM, but fortunately, by the time it reached his altitude, it was no longer being directed by its guidance system and it missed him.
Although they flew at very high altitudes, there was always a chance that the plane could go down. The plane contained sensitive classified defensive electronic equipment that could not be permitted to fall into enemy hands. There were switches in the cockpit that would destroy the electronics assuming the pilot had the time to push them before bailing out. Duke recalls U-2s losses during his time, but mostly from accidents, not from enemy fire. On one occasion, a U-2 went out of control and crashed in South Vietnam, but the pilot parachuted out safely. The next day, a group of US Army Special Forces members and the same pilot were sent by helicopter to locate the wreckage and destroy or remove the classified electronics. They found the site, but when the VC came dangerously close, the pilot and the Special Forces soldiers had to quickly destroy what equipment they could, and narrowly escaped, taking the rest of the equipment with them. They returned to base without making contact with the enemy.
In 1969, after having qualified in the brand new U-2R model, Duke was assigned to manage and run the worldwide USAF U-2 operations as Branch Chief in the SAC Reconnaissance Center in Offutt AFB in Omaha, Nebraska. His headquarters location was deep underground, and the operational shifts were ten hours each day, six and a half days each week. In this role, Duke was responsible for all aspects of all overseas U-2 flights worldwide. He held that position for two years, after which he served a one-year, unaccompanied tour in a Special Missions Division of the 307th Strategic Wing at U-Tapao, Thailand.
Duke went on to assume additional positions of increasing importance over his 30-year career, retiring as a full colonel. Those included a security assistance tour in Rio de Janeiro, assignment as Assistant Director of Operation of the largest KC-135 tanker wing in SAC, a Defense Intelligence Agency (DIA) assignment as Defense and Air Attaché in the Philippines, and service as Director of Plans & Resources for AFTAC, a worldwide intelligence-gathering organization. Upon his retirement from the Air Force in July 1985, he worked in international sales for twelve years with the Boeing Company. On 28 November 2021, Duke and his wife will celebrate their 65th wedding anniversary at their home in western North Carolina.
Thank you, Duke, for 30 years of serving your country and risking it all during those U2 flights. To paraphrase High Flight, you ‘slipped the surly bonds of earth’ flying in ‘the high untrespassed sanctity of space, put out your hand, and touch the face of God’.