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Kobi Dror’s chosen mission controller was a tough katsa with years of European experience behind him in Berlin, Paris, and Brussels.

Gideon Barzilai had also served time in one of the kidon execution units that had pursued the Arab terrorists responsible for the massacre of Israeli athletes at the 1972 Munich Olympic games. Fortunately for his own career, he had not been involved in one of the biggest fiascos in Mossad history, when a kidon unit shot down a harmless Moroccan waiter in Lillehammer, Norway, after wrongly identifying the man as Ali Hassan Salameh, the brains behind the massacre.

Gideon “Gidi” Barzilai was now Ewald Strauss, representing a manufacturer of bathroom fixtures in Frankfurt. Not only were his papers in perfect order, but a search of the contents of his briefcase would have revealed the appropriate brochures, order books, and correspondence on company stationery.

Even a phone call to his head office in Frankfurt would have confirmed his cover story, for the telephone number on the stationery gave an office in Frankfurt manned by the Mossad.

Gidi’s paperwork, along with that of the other ten on his team, was the product of another division of the Mossad’s comprehensive backup services. In the same subbasement in Tel Aviv that housed the forgery department is another series of rooms dedicated to storing details of a truly amazing number of companies, real and fictional. Company records, audits, registrations, and letterhead stationery are stored in such abundance that any katsa on a foreign operation can be equipped with a corporate identity virtually impossible to penetrate.

After establishing himself in his own apartment, Barzilai had an extended conference with the local Head of Station and began his mission with a relatively simple task: finding out everything he could about a discreet and ultratraditional private bank called the Winkler Bank, just off the Franziskanerplatz.

That same weekend, two American Chinook helicopters lifted into the air from a military base outside Riyadh and headed north to cut into the Tapline Road that runs along the Saudi-Iraq border from Khafji all the way to Jordan.

Squeezed inside the hull of each Chinook was a single long-base Land-Rover, stripped down to basic essentials but equipped with extralong-range fuel tanks. There were four SAS men traveling with each vehicle, squeezed into the area behind the flight crews.

Their final destination was beyond their normal range, but waiting for them on the Tapline Road were two large tankers, driven up from Dammam on the Gulf coast.

When the thirsty Chinooks set down on the road, the tanker crews went to work until the helicopters were again brimming with fuel. Taking off, they headed up the road in the direction of Jordan, keeping low to avoid the Iraqi radar situated across the border.

Just beyond the Saudi town of Badanah, approaching the spot where the borders of Saudi Arabia, Iraq, and Jordan converge, the Chinooks set down again. There were two more tankers waiting to refuel them, but it was at this point they unloaded their cargoes and their passengers.

If the American aircrew knew where the silent Englishmen were going, they gave no sign, and if they did not know, they did not inquire. The loadmasters eased the sand-camouflaged trucks down the ramps and onto the road, shook hands, and said, “Hey, good luck, you guys.” Then they refueled and set off back the way they had come. The tankers followed them.

The eight SAS men watched them go, then headed in the other direction, farther up the road toward Jordan. Fifty miles northwest of Badanah they stopped and waited.

The captain commanding the two-vehicle mission checked his position. Back in the days of Colonel David Stirling in the Western Desert of Libya, this had been done by taking bearings of the sun, moon, and stars. The technology of 1990 made it much easier and more precise.

In his hand the captain held a device the size of a paperback book. It was called a Global Positioning System, or SATNAV, or Magellan. Despite its size, the GPS can position its holder to a square no bigger than ten yards by ten yards anywhere on the earth’s surface.

The captain’s hand-held GPS could be switched to either the Q-Code or the P-Code. The P-Code was accurate to the ten-by-ten-yard square, but it needed four of the American satellites called NAVSTAR

to be above the horizon at the same time. The Q-Code needed only two NAVSTARs above the horizon but was accurate only to a hundred yards by a hundred.

That day there were only two satellites to track by, but they were enough. No one was going to miss anyone else a hundred yards away in that howling wilderness of sand and shale, miles from anywhere between Badanah and the Jordanian border. Satisfied that he was on the rendezvous site, the captain switched off the GPS and crawled under the camouflage nets spread by his men between the two vehicles to shield them from the sun. The temperature gauge said it was 130 degrees Fahrenheit.

An hour later, the British Gazelle helicopter came in from the south. Major Mike Martin had flown from Riyadh in an RAF Hercules transport to the Saudi town of Al Jawf, the place nearest to the border at that point that had a municipal airport. The Hercules had carried the Gazelle with its rotors folded, its pilot, its ground crew, and the extra fuel tanks needed to get the Gazelle from Al Jawf to the Tapline Road and back.

In case of watching Iraqi radar even in this abandoned place, the Gazelle was skimming the desert, but the pilot quickly saw the Very starshell fired by the SAS captain when he heard the approaching engine.

The Gazelle settled on the road fifty yards from the Land-Rovers, and Martin climbed out. He carried a kitbag over his shoulder and a wicker basket in his left hand, the contents of which had caused the Gazelle pilot to wonder if he had joined the Royal Army Air Corps—or some branch of the Farmers Union. The basket contained two live hens.

Otherwise, Martin was dressed like the eight SAS men waiting for him: desert boots, loose trousers of tough canvas, shirt, sweater, and desert-camouflage combat jacket. Round his neck was a checkered keffiyeh that could be pulled up to shield his face from the swirling dust, and on his head a round knitted woolen helmet surmounted by a pair of heavy-duty goggles.

The pilot wondered why the man did not die of heat in all that gear, but then, he had never experienced the chill of the desert night.

The SAS men hauled from the rear of the Gazelle the plastic gasoline cans that had given the little reconnaissance chopper its maximum all-up weight, and they refilled the tanks. When he was full up again, the pilot waved good-bye and took off, heading south for Al Jawf, the ride back to Riyadh, and a return to sanity from these madmen in the desert.

Only when he was gone did the SAS men feel at ease. Though the eight with the Land-Rovers were D

Squadron men—light-vehicle experts—and Martin was an A Squadron freefaller, he knew all but two.

With greetings exchanged, they did what British soldiers do when they have the time: they brewed up a strong pot of tea.

The point where the captain had chosen to cross the border into Iraq was wild and bleak for two reasons. The rougher the country they were running over, the less chance there would be of running into an Iraqi patrol. His job was not to outpace the Iraqis over open ground but to escape detection completely.

The second reason was that he had to deposit his charge as near as possible to the long Iraqi highway that snakes its way from Baghdad westward across the great plains of desert to the Jordanian border crossing at Ruweishid.

That miserable outpost in the desert had become very familiar to television viewers after the conquest of Kuwait, because it was