WW2

The Little Piper Cub Goes To War

by barbarawhitaker
By Łukasz Golowanow & Maciek Hypś, Konflikty.pl - commons file, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=68294900
By Łukasz Golowanow & Maciek Hypś, Konflikty.pl – commons file, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=68294900

Have you ever flown in a small plane? Not substantial enough for me. I’d rather be in a bigger plane like an airliner or a B-17 bomber. Yet the iconic Piper Cub made history in both military and civilian aviation.

Imagine flying in a tiny Piper Cub over enemy lines scouting for artillery targets. That’s what happened during World War II. The small plane was perfect for the job. It flew fairly slow yet it was highly maneuverable. It could fly as low as the tree-tops and had good visibility for observing enemy positions. An observer could ride behind the pilot calculating coordinates and radioing the artillery with instructions. They would even stick around to make sure the artillery shells hit their target and adjust fire if necessary.

But when the enemy started shooting at the Piper Cub, the little plane had no defense – no fire power, no armor protection, nothing. The pilot might have brought along a Tommy gun or a pistol, but that was it. Not enough to really defend itself. All the pilot could do was maneuver and hope they didn’t get hit. And all it took was a rifle or machine gun round in just the right spot and down it went. Then you had a pilot and observer, if they survived the crash, either taken prisoner or evading capture until they could make their way back to friendly forces.

Before the war, the Piper Cub was primarily used for training. Most of the pilots in the U.S. Military learned to fly in a Piper Cub. Once the military saw how useful it could be, they designated it the L-4 Grasshopper and production ramped up. The military used it for things like carrying messages, ferrying high ranking officers, transporting wounded and training new pilots. By far, its value for reconnaissance, observation and as a spotter for the artillery exceeded the other uses. Additionally, it could land or take off on a short section of road or a small field. The L-4 Grasshopper was used in North Africa, Europe, and in the Pacific Theater where the Navy, as well as the Army, took advantage of its many uses.

DAYTON, Ohio — Piper L-4 “Grasshopper” at the National Museum of the United States Air Force. (U.S. Air Force photo)

In Europe, the Germans learned to fear the Piper Cub more than any other airplane. When they saw this little plane flying over, they knew it would be followed by an artillery barrage. Unlike the Germans or the Japanese, the American artillery could concentrate fire from many different artillery battalions due to their system of communication. And depending on the target, the Americans could bring to bear an enormous amount of fire power. Also, the American artillery shells had “Proximity Fuses.” These could be set for the shell to explode above ground to expand its effect, set to explode on impact or set to delay the explosion, tricking the enemy into believing it was a dud. No wonder the enemy feared the American artillery and the little Piper Cub.

I first learned about the Piper Cub and its use for artillery observation while researching the 276th Armored Field Artillery Battalion. The Battalion had two liaison pilots assigned to them along with two Piper Cubs. The pilots must have rotated because several were listed in the 276th History as receiving Air Medals and many with Oak Leaf Clusters meaning they received the medal multiple times. The pilots were 1st Lieutenant Charles R. Lindgren, 1st Lieutenant Dwight W. Jewett, 1st Lieutenant John B. Blazak, 1st Lieutenant Ward R. Price, Master Sergeant John C. Taylor, Jr. , and 1st Lieutenant Frank W. Zachman who also received the Silver Star. No doubt these men earned their medals for the perilous missions they carried out.

To learn more about the “Little” Piper Cub, watch the videos below.

Impacts of Weather During WWII

by barbarawhitaker

Most of us have been carefully watching the weather all winter. Whether it was snow and freezing temperatures dipping deep into the south, the series of snow/sleet/ice events across the mid-west and northeast or the winds that fueled wild fires on the west coast, the weather impacts everything we do.

The weather also impacted the fighting during World War II. Forecasting helped with planning, but it didn’t change the weather. All the armed forces had to endure the weather while trying to achieve their goals.

The most famous military operation impacted by the weather was the D-Day invasion of Europe. Originally planned for June 5, 1944, to take advantage of the favorable tides, bad weather made chances of success unlikely. General Eisenhower, Supreme Commander, ordered a one day delay. Why only one day? The weather forecasters told him that there would be a break in the storm which would allow the invasion to take place. The Germans didn’t know about the possible break in the weather due to their limited weather information so they did not expect the invasion at that time. .

Battle of the Bulge, winter 1944-45

Another famous battle impacted by the weather was the Battle of the Bulge. Imagine being a soldier fighting in snow and freezing conditions. In the winter of 1944-45 Hitler’s attack surprised the Allies. Both sides fought in freezing temperatures and feet of snow. Ice and snow made roads near impassible. Armored vehicles slid on the ice, despite their tracks. Thick clouds blanketed the area preventing any air operations.

At the center of the “bulge” sat Bastogne, a cross-roads town the Germans needed. As the Germans surrounded the town and its American defenders, the weather prevented resupply of food and ammunition. Despite the freezing, overcast conditions and lack of air support, the Americans held out. When the sky finally cleared, Allied planes dropped much needed supplies and the siege was over.

Weather, both over England and over Europe, impacted operations of the Eighth Air Force in England. Bad weather over England grounded them and over Europe blocked their view of their planned targets.

Let’s not forget the war in the Pacific. The battle for the Aleutian Islands, part of the American territory of Alaska, lasted from June, 1942, when the Japanese captured Attu and Kiska islands, until August, 1943, when the Americans and Canadians recaptured them. Severe storms halted operations on the sea, in the air and on the ground. Fog and low clouds interfered with air navigation, targeting and reconnaissance. Sudden powerful wind gusts called “Williwaws” disrupted air operations. Rough seas and storms impacted naval operations for both sides, affecting resupply and troop transport. The rough terrain and terrible weather made land operations very difficult. The severe cold caused many casualties from frost bite and pneumonia.

American troops hauling supplies through Jarmin Pass on Attu May, 1943. Public Domain, https://commons.wikimedia.org/w/index.php?curid=88696

During the Allied invasion of the Philippines in December 1944, Typhoon Cobra almost destroyed Admiral Halsey’s task force. Halsey had incorrect information so did not attempt to evade the storm. The typhoon strengthened and headed straight toward the Americans. The 140 mph winds and accompanying waves wrecked havoc on the Navy. Three destroyers sank and nine other ships were badly damaged. Waves swept airplanes from the decks of aircraft carriers. A total of 790 sailors died.

During Typhoon Cobra. By US Navy – USS Cowpens (CVL-25) – The Mighty Moo Copyright Information, Public Domain, https://commons.wikimedia.org/w/index.php?curid=3656661

War causes havoc with untold damage and loss of lives. Fighting the weather makes it worse. Although we have progressed in weather forecasting, the weather will continue to impact our lives.

Veterans Day and the American Battle Monuments Commission

by barbarawhitaker

November 11, 2024, is Veterans Day, an American holiday to honor all those who have served in the U.S. military. But not all of the former service men and women are in the United States. Some are buried overseas near where they fell in service of our country.

Cambridge American Military Cemetery
Cambridge American Military Cemetery

The American Battle Monuments Commission operates and maintains 26 permanent American Military Cemeteries and 26 American Military Monuments around the world. More than 200,000 deceased Americans from World War I, World War II, Korea and Vietnam rest in these beautifully maintained cemeteries where veterans are visited by many of their fellow Americans, family members and comrades. Our cemeteries and monuments are located in 17 different countries. Citizens of these countries treat these hallowed places with honor and respect. They still remember what our men and women did for their countries so many years ago.

On Veterans Day 2024 Ceremonies will be held at 22 of these American Military Cemeteries to honor our fallen veterans. These ceremonies are held every year on Veterans Day and Memorial Day.

It is amazing to me that people from around the world will be honoring American veterans this Veterans Day. To see a list of the locations and times of the ABMC Veterans Day ceremonies click HERE.

For more information about the American Battle Monuments Commission, click HERE. If you are traveling to any of these countries, consider visiting one of the cemeteries or monuments.

Have a happy and safe Veterans Day!

The Shetland Bus

by barbarawhitaker
Version 1.0.0

Odds are that most of you have never heard of the Shetland Bus. I knew nothing about it until I watched an episode of Shetland (BBC/BRITBOX), the TV series created based on the series of novels by Ann Cleeves set in Shetland, Scotland. The World War II operation piqued my interest. After researching it online, I found an excellent account of the secret operations during the early years of WWII in the book “The Shetland Bus” by David Howarth.

The Germans invaded Norway in 1940 and quickly gained control of the country. The King of Norway and his family, as well as many Norwegians, escaped to England via Shetland. They came on Norwegian fishing boats across the North Sea, landing in Shetland since it is Britain’s closest point to Norway. Norway and Shetland have always had strong ties. In the past Shetland was governed by Norway before becoming part of Scotland.

In 1940 British intelligence set up an operation using Shetland as a base for sending agents and weapons to Norway utilizing Norwegian fishing boats and their crews. These boats blended in with other fishing boats along the Norwegian coast, could operate in shallow water and narrow passageways, and their crews knew the Norwegian coast like the back of their hand. Darkness also provided cover so they took advantage of the long nights in the wintertime and avoided the long days of summer. Navigating the North Sea in winter meant sailing through the frequent storms, some with hurricane force winds. Experienced sailors and the sturdy Norwegian boats made the trips seem routine, but not without danger.

David Horwarth, author of the book “The Shetland Bus,” arrived in Shetland as a British Naval Officer in the spring of 1941. His superior, Major L. H. Mitchell of the British Army, had begun setting up the unorthodox base. The book is Horwarth’s account of his time in Shetland and his dealings with the Norwegian fishermen, their boats, and his management of personnel, supplies and equipment.

The book includes stories of crossing the North Sea in bad weather with waves crashing over the deck, of attacks by German airplanes and dodging bullets that bore holes into the small crafts , of plans going wrong requiring ingenuity by Norwegian fishermen to escape capture, and of the Norwegian refugees shivering in the cold on their way back to Shetland. Although Howarth never sailed to Norway himself, he reviewed the logs and interviewed the crews after every voyage. His accounts are fascinating and vividly realistic.

Although the British intelligence ran the base in Shetland, it was largely a civilian operation with volunteer Norwegian crews and a relaxed atmosphere encouraged by the few British Officers involved. Despite several boats and crew lost either to the Germans or to the sea, the operation succeeded. New boats were assigned and new crew members from among the refugees volunteered. Eventually, losses drove the higher-ups to seek additional resources. In the summer of 1943, help came from an unlikely source, the Americans. The U.S. Navy had developed a small, fast submarine chaser that fit the bill for what was needed for the trips between Shetland and Norway. Three were sent to Shetland. The Norwegian crews quickly learned to operate and maintain these sleek, new vessels. The submarine chasers started making runs to Norway in the fall of 1943. Their safer, faster crossings helped to achieve the goals of British intelligence without so much loss of life.

If you are curious about World War II in Norway, the Norwegian resistance, and the restrictions placed on the population of Norway by the Germans, I highly recommend this book. Even if you are only interested in the Norwegian fishing boats and how they navigated the North Sea, this book is for you. It is detailed and a joy to read.

Build A Highway Where? To Alaska!

by barbarawhitaker

You want to build a highway through Canada to Alaska? Why? That was the question in the 1920’s and 30’s when the highway was first proposed. Few people lived in the area and the economic impact didn’t justify the cost. Needless to say, there was little interest in such an enormous project.

By the time World War II started the Americans acknowledged the strategic military importance of a land route from the lower forty-eight states to the U.S. Territory of Alaska. If Japan invaded Alaska and/or blockaded the ports, there needed to be another way to get men and supplies to Alaska to defend the American territory closest to the Japanese homeland.

The U.S. Corps of Engineers was assigned the task of building the road which was officially started in March, 1942, when seven engineering regiments arrived in Dawson Creek, Canada. The railroad ended at Dawson Creek so this was designated the starting point for the Alaska Highway. Three of the seven regiments consisted of African-American soldiers and the other four regiments consisted of white soldiers. At that time, the U.S. Armed Forces were segregated so these regiments were kept separate. About 10,000 men were assigned to building the highway.

The engineers plowed through the Canadian wilderness following only trails. They had to adapt to the climate and learn how to keep their equipment running in the cold weather. The men lived in tents so conditions were not ideal for anyone.

Work proceeded in opposite directions from designated points along the route of the highway. At one point, an African-American regiment worked in one direction toward a white regiment. The iconic picture above shows the representative from the 97th Engineers Regiment shaking hands with the representative of the 18th Engineers at the point where they met at Beaver Creek, Yukon Territory, Canada. The meeting, on October 25, 1942, completed the last section of the road. It had taken only eight months to build a 1500 mile road through the wilderness of Canada and Alaska.

For more information you can follow this link to a PBS article about building the Alaska Highway and this link to another PBS article about the men who built the highway.

Watch the video for a visual account of building the Alaska Highway. These color images vividly show the terrain the engineers faced, as well as their hard work and dedication to this vital war project.

If you are still interested and want even more information about the Alaska Highway, watch this longer, more detailed documentary.

Railroads and WWII

by barbarawhitaker

My interest in railroads started when I was a child. The train whistle would wake me up at 2:00 am just enough to think “there goes the train” and, then I would go back to sleep. The railroad ran through the middle of the small town where I grew up so trains were a common sight. I remember regularly scheduled trains carrying passengers and freight (and the mail) came through town twice a day, one going east and one going west – the one at 2 am and another at about 2 pm. A big water tank stood by the tracks as a reminder of the water needed by the steam trains that had come through our little town before the conversion to diesel. My parents told stories about how many trains came through during World War II, carrying war supplies, equipment and soldiers. By my day, there weren’t that many, but I treasure my memories of seeing the cars rolling by, hearing the whistle, and riding the trains.

When the Japanese attacked Pearl Harbor in 1941, the railroads had already started gearing up due to the increased production of war materials being shipped to England on the Lend-Lease program. Remembering World War I when shipping became chaotic and the Federal government had to take over operating the trains, the many rail companies decided to get organized so they could efficiently handle the transport of war goods and personnel. They worked together to insure vital transportation ran smoothly. Although engines, rail cars, and track were owned by many different railroad companies, every company’s cars traveled over every company’s tracks.

The allocation of available materials and manpower limited the number of locomotives and rail cars that could be produced during the war, and, with very few diesel engines already in service, existing steam engines pulled the load.

This video shows much more about the role of the railroads during World War II than I could ever write. It will take you back to the 1940’s and wartime and all the vital industries that used the railroads.

Moving an Army unit from one base to another was a major undertaking. This video shows the move of one unit. Notice the troop cars. These were specially designed and manufactured by Pullman to transport large numbers of military personnel with seats for day-time and bunks for night-time.

Although the railroads were booming during World War II, in the 50’s the railroads role in transporting freight and passengers diminished. The new interstates allowed big trucks to transport freight. Personal automobiles became the preferred mode of travel rather than taking the train.

For those of us old enough to remember, watching the plume of smoke from a steam locomotive evokes times long gone. It is easy for us to forget that without these steam trains winning the Second World War would have been difficult, if not impossible.

Visit my website at https://barbarawhitaker.com/

From Here To Eternity

by barbarawhitaker

I’ve just finished reading From Here To Eternity by James Jones, as I continue to read both current and older novels about World War II. From Here to Eternity is set in Hawaii in the year leading up to and including the Japanese attack on Pearl Harbor. It depicts the soldiers of the “old” Army, their training and life while stationed at Scholfield Barracks on Oahu.

In writing From Here To Eternity, Jones drew on his own experiences serving in the Army at Schofield Barracks in Hawaii. An eye-witness to the Japanese attack on December 7, 1941, Jones used that involvement to create the plot and characters in From Here To Eternity. The realism in the book could only have come from living through the events.

As his first published novel, From Here To Eternity became a best seller and won the National Book Award. That was quite a feat for a new novelist even in 1952.

Not only was the novel a success, Hollywood made it into a block-buster movie in 1953 starring Burt Lancaster, Montgomery Cliff, Deborah Kerr, Donna Reed, and Frank Sinatra. With this illustrious cast and Director Fred Zimmerman, the film version of From Here To Eternity won eight Academy Awards, including Best Picture, Best Director, Best Screenplay Adaptation, Best Supporting Actor (Frank Sinatra) and Best Supporting Actress (Donna Reed.) You definitely need to see this film, if you haven’t already.

By “Copyright 1953 Columbia Pictures Corp.” – Scan via Heritage Auctions. Cropped from original image., Public Domain, https://commons.wikimedia.org/w/index.php?curid=86221992

James Jones planned to write a World War II trilogy, From Here To Eternity being the first of three. Later he wrote The Thin Red Line published in 1962 and based on his experiences fighting in Guadalcanal. The Thin Red Line was another success, and it, too, was made into a movie in 1964 and again in 1998. Most of you will remember the 1998 version starring Sean Penn, Nick Nolte and Jim Caviezel, although I also recommend the 1964 version.

The third novel in the trilogy, Whistle, comes from Jones’s experiences recovering from his wounds in a veterans hospital in Memphis, Tennessee. Jones did not finish Whistle before his death of congestive heart failure in 1977. His friend and associate, Willie Morris, completed it from Jones’s volumes of notes and published it in 1978. I’ve read this one, too. Few novels or films show WWII wounded veterans recovering state-side. Whistle gave me insight that I later used in my novel Scarred Dreams.

I highly recommend From Here To Eternity. Note that writing styles were different in the early 1950’s. Also, Jones uses improper grammar and misspelling intentionally as a way to convey the characters level of education and background. If this bothers you, be aware and be prepared. I found the reading a little more difficult due to the style so it took longer to read, yet the novel, over all, is excellent. You will definitely want to read it. From Here To Eternity is truly an American classic.

Entertaining the Troops in WWII

by barbarawhitaker

The soldiers sat on the ground as close together as possible. Behind the sitting throng, men stood several deep vying for position. They talked and joked among themselves as they anxiously waited. The crowd had anticipated this special occasion for days. A USO show had come from the states all the way out here just to entertain them, the lucky ones off the front lines for a few days rest.

The band on the makeshift stage played the introductory music. Someone came up to the microphone and enthusiastically introduced Bob Hope, the famous comedian, movie and radio star. When Hope came on stage, the crowd went wild with applause, whistles, and shouts. Hope reveled in the reception and bowed to thank everyone. Finally, he held up his arms to settle them down. A string of jokes followed. The audience laughed and clapped. Then he introduced a beautiful, well-known singer, Frances Langford. Again the boys went wild. The band started up and Frances began to sing an old, familiar tune that quieted the audience as it took them back to happier times.

Could you imagine being far from home, fighting a war, in fear for your life and a troupe of famous entertainers appeared to perform for you? At a time when Bob Hope’s radio show was number one in the U.S. and Frances Langford was a popular recording star, they took time from their successful careers to travel into dangerous territory to bring laughter and joy to service personnel. Hope’s tours included musicians, comedians, magicians, actors, singers and always beautiful women like Dorothy Lamour and Marlene Dietrich. Bob Hope’s shows went to North Africa, Italy, Europe and the South Pacific. These shows began Hope’s lifelong commitment to entertaining service men and women wherever they were stationed around the world.

Watch this history of Bob Hope’s history entertaining the troops.

Many more entertainers, both famous and not so famous, trekked to bases at home and around the world doing their bit for the war effort, mostly with the USO.

The USO, United Service Organizations, created the USO Camp Shows, Inc. in October 1941 to meet the live entertainment needs of the military. It was divided into four circuits to provide live entertainment for different areas. Victory and Blue Circuits entertained the state-side military. The Hospital Circuit entertained the wounded in military hospitals while the Foxhole Circuit traveled overseas. All kinds of entertainers were recruited to join these circuits throughout the war.

Dinah Shore entertains troops in France in August 1944. Photo Credit USO

The list of entertainers who performed for the USO Camp Shows, Inc. would go on and on. Every famous film actor, radio performer (TV didn’t exist then), singing and recording star, and Broadway stage performer took part. Less famous entertainers went to smaller venues with next to no publicity. These famous and not-so-famous entertainers staved off the boredom and homesickness of innumerable military personnel.

The tradition of providing the American military with live entertainment continues today. We hear about singers, actors, comedians and other celebrities entertaining our troops, such as Jon Stewart, Scarlet Johanssen, Trace Adkins, The Chain Smokers, and so many others. Bob Hope may be gone but the tradition he started carries on today.

Jeep – The Iconic Vehicle of WWII

by barbarawhitaker

Do you drive a Jeep? Does a friend or family member? Almost everyone has had some experience with a Jeep. How did this vehicle become so much a part of our culture?

On the left, in the jeep, is President Franklin Roosevelt. Standing on the right is General George Patton.

The American infatuation with the jeep started during World War II when the Army wanted a small, four-wheel-drive vehicle. They sent out a request for designs giving the companies mere days to respond. Only three companies responded: Willys-Overland, Ford and Bantam. A designer with Bantam sent in the first design which the military liked so much they asked Ford and Willys-Overland to replicate it and produce prototypes. The prototypes were put through the wringer with every test the Army could come up with. The little vehicle performed like a champ. All three companies were given contracts to build the jeeps, with the requirement that all the parts must be interchangeable. During the war over 600,000 were produced.

The beginnings of the jeep.

Jeeps were used in every theater of the war – from Europe to Africa, from Hawaii to Singapore, from Australia to Japan, and everywhere the Allies went around the world. The servicemen and women loved this little vehicle. It was used to simply transport soldiers, as a reconnaissance vehicle and as an ambulance. It towed artillery pieces and ammo trailers. Female drivers chauffeured officers in jeeps. On air bases the jeep carried pilots and crew members to their airplanes. Even the Navy used jeeps on their naval bases.

The jeep went practically anywhere. It traversed swamps, mountains, deserts, snow and jungles. You didn’t have to be much of a mechanic to work on it on the rare occasion it wouldn’t run and parts were easily available thanks to the early planning. The tough vehicle became indispensable.

The designers and manufacturers of the original military jeep never imagined that this little utility vehicle would become a major automotive brand. After the war, ex-servicemen bought up surplus military jeeps. Willys created a civilian version in 1945 and the four-wheel-drive craze began. Over the years the jeep evolved into the SUV’s we drive today.