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Jun 5 7 tweets 5 min read Read on X
They refused to bathe. They refused to salute. They poached deer from an English lord's estate and used their washing water ration to cook it.

The night before D-Day they shaved mohawks and painted their faces like warriors.

Then they jumped into Normandy on one of the deadliest missions of the invasion.

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Officially they were the 1st Demolition Section of the Regimental Headquarters Company, 506th Parachute Infantry Regiment, 101st Airborne Division.

Nobody called them that.

They earned the name the Filthy Thirteen while stationed in England before the invasion. The story goes that they refused to waste their weekly water ration on bathing or shaving. Instead they used it to cook the game they poached from the land around their base, including deer taken from a nearby estate. They went around filthy, unshaven, and unbothered by what anyone thought of them.

They drank hard. They fought. They went absent without leave. They ignored almost every rule the Army had except the ones that kept them alive in combat. Their officers were driven to despair trying to discipline them.

But there was a reason the Army put up with them. When it came to the actual job of blowing things up and fighting behind enemy lines, there was no better squad in the regiment.
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At the center of them was a sergeant from Oklahoma named Jake McNiece.

McNiece was the son of an Irish father and a Choctaw mother. He was the one who could not be broken or tamed by Army discipline. He was promoted and busted back down so many times that despite being one of the most capable soldiers in the division, he barely held a rank for long. His own men nicknamed him McNasty.

On the night before D-Day, McNiece had an idea drawn from his Choctaw heritage. To psych the squad up for their first combat jump, he had them shave their heads into mohawks and paint each other's faces like warriors going to battle.

An Army Signal Corps photographer captured the moment. In the most famous frame, a paratrooper named Clarence Ware is carefully painting the face of another named Charles Plaudo.

The photograph ran in Stars and Stripes and helped create one of the most enduring images of American airborne culture.

A few hours after it was taken, the men in it jumped into the dark over Normandy.
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Their D-Day mission was as dangerous as any handed out that night.

The Filthy Thirteen jumped with the 3rd Battalion of the 506th. Their orders were to destroy two bridges over the Douve River and to secure a third, to help control the crossings and stop German reinforcements from reaching the invasion beaches.

The drop scattered them across the Normandy countryside in the dark. Roughly half the unit was killed, wounded, or captured on the jump or in the fighting that followed. McNiece later recalled the brutal cost of those first hours in his own blunt way, saying that he jumped in with around 20 men and came out with about two.

The survivors pressed on and accomplished their mission. So many of the 3rd Battalion's leaders had been killed that headquarters lost contact and assumed the whole effort had failed, eventually ordering American aircraft to bomb the bridges the squad had fought and died to hold.

The Filthy Thirteen also helped take the town of Carentan in the days that followed.
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There was no rest for them.

In September 1944 the demolition men jumped again, this time into Holland for Operation Market Garden. They were assigned to defend three critical bridges on the canal at Eindhoven. German bombing of the city killed or wounded about half the platoon.

The unit kept bleeding men. They were promoted, reshuffled, and folded into other jobs, guarding the regimental command post and protecting communication details. At one point the handful of survivors were simply handed rifles and used as an ordinary infantry squad to fill out an understrength company.

After Market Garden, McNiece went absent without leave to Paris. When he came back he did something that should have meant a quiet end to his war. He volunteered for the Pathfinders, the specialist paratroopers who jumped in ahead of everyone else to mark the drop zones. He figured he would spend the rest of the war safely training in England.

He figured wrong.
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In December 1944 the Germans launched their last great offensive in the Ardennes. The 101st Airborne was surrounded in the Belgian town of Bastogne, low on ammunition, food, and medical supplies, in freezing winter weather.

The trapped division could not be resupplied because the weather was too poor for aircraft to find the drop zones. Someone had to jump into the encircled town and set up a radar beacon to guide the supply planes in.

McNiece volunteered to lead that pathfinder jump. Half of the surviving original Filthy Thirteen went with him. They expected to lose almost everyone, with casualty estimates as high as 80 to 90 percent.

They jumped into Bastogne and set up their beacon. It guided in the airdrops that helped keep the 101st alive long enough to hold the town until relief arrived. Of the roughly 20 pathfinders who made that jump, only one was lost.

It was one of the most important small actions of the entire Battle of the Bulge.
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Jake McNiece made four combat jumps in the Second World War. Normandy, Holland, Bastogne, and a final jump on February 13 1945 near the German town of Prüm to guide in a resupply drop. Almost no American paratrooper matched that.

He fought through some of the hardest battles in the European war, led men through all of it, and ended the war as an acting first sergeant, even though his record of discipline problems meant he never held high permanent rank.

After the war he went home to Oklahoma and worked quietly for the United States Postal Service for nearly 28 years. He died in 2013 at the age of 93, one of the last surviving members of the Filthy Thirteen.

In 1967 a film called The Dirty Dozen filled cinemas with a story of misfit soldiers sent on an impossible mission. The men of the Filthy Thirteen were part of the inspiration for it. But the real squad were not convicts. They were filthy, undisciplined, hard-drinking paratroopers who happened to be some of the bravest men in the 101st Airborne.

The next time you see that photograph of the men in war paint, you will know who they were.

This was the story of the Filthy Thirteen.

I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.

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More from @UntoldWarFacts

Jun 4
They took a B-17 that had been left for scrap, rebuilt it by hand, and bolted on so many extra machine guns it became one of the most heavily armed bombers in the Pacific.

Then they volunteered for a solo mission over enemy territory that few crews wanted.

Its tail number was 666.

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The pilot was a young officer named Jay Zeamer.

By early 1943 the Army Air Forces had more or less given up on him as a pilot. He had never managed to qualify to command his own bomber. He was bounced between units, used as a fill-in copilot, the odd man out who could not seem to get checked out as a first pilot. On paper he looked like a washout.

But Zeamer wanted to fly combat more than anything. So he did something unusual. He started gathering other men who had been passed over, rejected, or labelled as difficult. Misfits no other crew wanted.

Among them was an old friend, a bombardier named Joe Sarnoski.

Together they became known around the airfield as the Eager Beavers, because they volunteered for the missions nobody else would touch.

There was just one problem. A crew needs an aircraft. And nobody was going to give the rejects a good one.
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So they found their own.

Sitting at the edge of the field was a worn-out B-17E Flying Fortress, tail number 41-2666. It had been knocked around, used hard, and was largely being kept around for spare parts. Everyone called it Old 666.

The Eager Beavers adopted it and went to work. They rebuilt the tired bomber by hand. Then they did something that set it apart from every other B-17 in the theater. They up-armed it.

A standard B-17 carried around a dozen machine guns. The Eager Beavers crammed in extra ones, including a fixed forward-firing gun that Zeamer could aim and fire himself from the cockpit, something a bomber pilot almost never had. By some accounts they pushed the total as high as 19 guns, with spare weapons kept aboard in case any jammed in combat.

They had turned a junked bomber into one of the most heavily armed aircraft in the Pacific.

Now they just needed a mission worthy of it.
Read 7 tweets
Jun 3
The paintings on the noses of WW2 aircraft were rarely just decoration.

To the men who flew behind them, they were luck. Protection. A charm against death.

The tradition was older and stranger than almost anyone realizes, and it runs from an Italian sea monster in 1913 to the Ferrari logo to Walt Disney.

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It began before most people had ever seen an aircraft fly.

One of the earliest recorded pieces of nose art was painted in 1913. An Italian flying boat went up with a sea monster painted across its hull, complete with teeth and eyes. Some accounts say its crew added marks beside it for the damage the aircraft took in combat.

The idea spread fast once the First World War began. German pilots took to painting gaping mouths beneath the propeller spinners of their aircraft. Squadrons painted emblems to tell friend from foe in the chaos of a dogfight.

From the very beginning the art served two purposes at once. It was a practical marking. And it was something more personal, a way for a man to make the machine that carried him into danger feel like his own.
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One of those early designs would become one of the most recognized symbols on earth.

An Italian fighter ace named Francesco Baracca flew in the First World War with a prancing black horse painted on the side of his aircraft. Baracca was Italy's greatest air ace. He was killed in action in 1918.

Years later his family met a young racing driver and gave him Baracca's prancing horse to use. They believed it would bring him luck.

The driver's name was Enzo Ferrari. He first put the prancing horse on his racing cars in the 1930s.

The horse of Ferrari, one of the most famous logos in the world, began its life as good luck nose art on a World War One fighter plane.
Read 7 tweets
Jun 1
A red-haired messenger boy at an MGM movie studio in Hollywood paid for his own flying lessons in the 1930s.

By 1940 he was flying a Spitfire in the Battle of Britain.

He was one of the first Americans to fight for Britain, more than a year before Pearl Harbor.

He was carrying a secret that could have ended his flying career.

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Eugene Quimby Tobin was born on January 4 1917 in Salt Lake City, Utah, and raised in Los Angeles. He was tall, red-haired, and quick with a joke. Everyone called him Red.

In the 1930s he got a job as a guide and messenger at the MGM film studio in Hollywood. He spent his days carrying messages between the soundstages where the biggest movie stars in the world were making films. He used every spare dollar he earned to pay for flying lessons at a small airfield called Mines Field, now the site of Los Angeles International Airport.

By the late 1930s he had earned his private pilot's license. At the airfield he became close friends with two other young American pilots. Andrew Mamedoff, a charming adventurer and fellow pilot, and Vernon Keough, a former professional parachute jumper nicknamed Shorty.

The three of them were inseparable. And when war broke out in Europe in 1939, the three of them decided they were going to be part of it, even though their own country wanted nothing to do with it.
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Their road to the war was almost impossible.

First the three friends volunteered to fly for Finland, which had been invaded by the Soviet Union. By the time they made arrangements to get there, Finland had surrendered.

Then they signed up to fly for France. They crossed into Canada, took a ship across the Atlantic, and made their way to the French air force. But before the French could even train them on French aircraft, Germany overran France. The country asked for an armistice in June 1940.

Now the three Americans were stranded in a collapsing country swarming with German troops. They were desperate to reach England and keep fighting. As France fell into chaos around them, they managed to escape and reach Britain before it was too late.

They had crossed an ocean and escaped a Nazi occupation just to get into the war.

Britain was fighting for its life and desperately needed pilots. The Royal Air Force accepted the Americans and sent them to train on the Supermarine Spitfire.
Read 6 tweets
May 31
The American sailors who served on her called the USS Laffey the ship that would not die.

Off Okinawa in 1945, 22 Japanese aircraft singled her out over the course of a single attack.

She was hit by six kamikazes and four bombs in 80 minutes.

32 of her crew were killed. She stayed afloat and kept firing.

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The USS Laffey was an Allen M. Sumner class destroyer built at Bath Iron Works in Maine. She was commissioned in February 1944. She was just over 376 feet long and carried a crew of around 336 men.

She was named after Seaman Bartlett Laffey, a Civil War sailor who had earned the Medal of Honor. She was the second ship to carry the name. The first USS Laffey had been sunk in a point blank gun battle with Japanese warships off Guadalcanal in November 1942.

Her captain was Commander Frederick Julian Becton. Becton had been aboard a nearby destroyer the night the first Laffey went down at Guadalcanal. He had watched her die. Now he commanded the ship that carried her name.

The Laffey went to war fast. On June 6 1944 she was off the coast of Normandy supporting the D-Day landings. A German shell struck her but failed to explode. She broke up a German torpedo boat attack and shelled the fortress at Cherbourg.

Then the Navy sent her to the other side of the world.

By early 1945 she was in the Pacific. She supported the landings at Leyte and Lingayen Gulf in the Philippines. She escorted American aircraft carriers during airstrikes against Tokyo itself.

In April 1945 she arrived off the island of Okinawa.
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The Laffey was assigned to radar picket duty.

It was the most dangerous job in the United States Navy. Radar picket ships were stationed alone, far ahead of the main American fleet, to detect incoming Japanese aircraft and give early warning. That meant they were the first ships the Japanese saw and the first ships the Japanese attacked. The kamikaze pilots threw themselves at the picket destroyers before they could reach the carriers behind them.

On April 16 1945 the Laffey was on radar picket station number 1, about 30 miles north of Okinawa.

That morning a force of about 50 Japanese aircraft came toward the American picket line. 22 of them singled out the Laffey.

At 8:30 in the morning the first dive bombers came screaming down out of the sky. The Laffey's gunners opened fire and knocked several of them into the sea. Then the attacks came faster than the crew could count. Aircraft dove on her from every direction at once. Dive bombers. Suicide planes loaded with explosives aimed directly at her decks.

For the next 80 minutes the Laffey fought for her life.
Read 6 tweets
May 30
A tiny American destroyer charged first into the path of the Yamato, the largest battleship ever built.

Her five inch shells could not seriously hurt battleship armor.

She charged anyway, leading the way into an entire enemy fleet.

What her crew did saved thousands of American lives.

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The USS Johnston was a Fletcher class destroyer. She was commissioned in Seattle on October 27 1943. She weighed about 2,100 tons and carried five inch guns and torpedoes. She was built to screen larger ships and hunt submarines, not to fight battleships.

Her captain was Lieutenant Commander Ernest E. Evans. He had been born in Pawnee, Oklahoma in 1908, a son of the Creek and Cherokee nations, raised about as far from the open ocean as anyone in America. He had wanted to be a Marine officer. A knee injury ended that hope, so he joined the Navy instead. He graduated from the Naval Academy in 1931. He became one of the few Native American officers to command a United States Navy destroyer.

On the day the Johnston was commissioned, Evans stood on the deck and spoke to his new crew. He said words they would all remember.

"This is going to be a fighting ship. I intend to go in harm's way, and anyone who doesn't want to go along had better get off right now."

One year later he would keep that promise.
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On the morning of October 25 1944, the Johnston was one of a small group of American ships called Taffy 3. The group had six small escort carriers, three destroyers, and four destroyer escorts. Their job was to protect the troops General Douglas MacArthur was landing in the Philippines. They expected an easy day.

Then the most powerful surface fleet the Japanese had left appeared on the horizon.

Four battleships. Six heavy cruisers. Two light cruisers. Eleven destroyers. At the center was the Yamato, the largest battleship ever built, carrying 18 inch guns that could throw a shell the weight of a small car over 25 miles.

Taffy 3 had nothing that could penetrate their armor. The escort carriers could not outrun them. There was nothing between this fleet and thousands of American soldiers and sailors in Leyte Gulf except a handful of lightly armed ships.

Commander Evans did not wait for orders. He turned the Johnston toward the Japanese fleet and ordered flank speed. For those first terrible minutes the Johnston was the ship leading the charge into the most powerful warships in the Pacific.

The Johnston laid a smokescreen to hide the carriers. Then she charged.
Read 6 tweets
May 29
On Palm Sunday morning April 18 1943, 18 American P-38 Lightning fighters took off from Guadalcanal at dawn.

16 of them would continue on a 1,000 mile round trip mission across open ocean.

Their target was a single Mitsubishi G4M Betty bomber.

Inside that bomber was the Japanese admiral who had planned the attack on Pearl Harbor.

American codebreakers had handed his flight itinerary to the Navy 4 days earlier.

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The intercepted message was decrypted on April 14 1943 by United States Navy codebreakers working under a program codenamed Magic. The Americans had been quietly reading the Japanese naval cipher JN-25D for over a year. The Japanese did not know.

The decoded message contained the complete inspection itinerary of Admiral Isoroku Yamamoto, Commander in Chief of the Japanese Combined Fleet. It listed his departure time from Rabaul. It listed his arrival time at the airstrip on the island of Ballale, just off the southern coast of Bougainville. It identified the aircraft he would be flying in. It identified his fighter escort.

The information went straight to Admiral Chester Nimitz at Pacific Fleet headquarters in Pearl Harbor. From there it went to Secretary of the Navy Frank Knox in Washington. From there it went to the White House.

President Franklin Roosevelt is reported to have given Knox a short instruction. Get Yamamoto. There is no surviving official record of those exact words but the order was passed down. On April 17 1943 Knox transmitted an authorization to Admiral Nimitz that read: "Squadron 339 P-38 must at all costs reach and destroy. President attaches extreme importance to mission."

Yamamoto was the man Americans blamed more than any other for Pearl Harbor. He had planned the attack. He had ordered it. He was now flying himself directly into range of American fighters operating from Guadalcanal.

The Americans had one chance to kill him.
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The mission was assigned to Major John W. Mitchell, commander of the 339th Fighter Squadron of the 347th Fighter Group, 13th Air Force, based at Kukum Field on Guadalcanal.

The only American aircraft with the range to reach Bougainville from Guadalcanal was the Lockheed P-38G Lightning. Twin engined. Twin tailed. Heavily armed with four .50 caliber machine guns and a single 20 millimeter cannon mounted in the nose.

Mitchell rejected the flight plan prepared by his command operations officer and drew his own. He calculated the intercept point on the southwestern edge of Bougainville. He calculated the time of intercept as 9:35 AM, ten minutes before Yamamoto was expected to land. He worked backwards from that time and drew four precisely calculated legs across the open Pacific.

To avoid Japanese radar and observation posts on the Solomon Islands, the P-38s would not fly the direct 400 mile route to Bougainville. They would fly a circuitous 600 mile route west of the islands. They would fly at no more than 50 feet above the open ocean. They would maintain strict radio silence the entire way.

Mitchell privately told friends he believed the odds of even finding Yamamoto's flight, let alone shooting it down, were a thousand to one.

18 P-38s were assigned to the mission. 4 of them would form the killer flight tasked with attacking Yamamoto's bombers directly. The remaining aircraft would provide top cover at 18,000 feet, with two acting as spares.

The killer flight as originally planned was led by Captain Thomas Lanphier with First Lieutenant Rex Barber as his wingman. The second element was led by First Lieutenant James McLanahan with First Lieutenant Joseph Moore as his wingman.
Read 6 tweets

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