Section X: OPERATION UNDER UNUSUAL CONDITIONS

32. GENERAL.

a. When operating under unusual conditions such as tropical or arctic climates, severe dust or sand conditions, and near salt water, . . . → Read More: Bazooka Operation in Hot & Cold Climates]]> Operating instructions for the Bazooka in tropical and arctic climates from TM 9-294: 2.36-inch A.T. Rocket Launcher M1A1, War Department Technical Manual, Sept. 27, 1943.

Section X: OPERATION UNDER UNUSUAL CONDITIONS

32. GENERAL.

a. When operating under unusual conditions such as tropical or arctic climates, severe dust or sand conditions, and near salt water, it is essential that all the precautions listed below should be observed.

33. ARCTIC CLIMATES.

a. In temperatures below freezing, and particularly in arctic climates, all operating parts should he kept absolutely free of moisture. The bore of the launcher should be cleaned daily and oiled as described in paragraph 16. The batteries should be removed from the launcher and kept warm until just before firing. Carrying the batteries in inner pockets will keep them sufficiently warm. Immediately upon bringing indoors, the launcher should be cleaned on the outside and inside with a dry clean cloth. Remove the grips and clean and dry the contacts. After it has reached room temperature, clean and dry the launcher again, and oil the bore. Rockets should not be fired at temperatures below zero F.

34. TROPICAL CLIMATES.

a. Tropical Climates. In tropical climates where temperature and humidity are high, or where salt air is present, and during rainy seasons, the launcher should be thoroughly inspected and cleaned daily. The bore should be oiled a little more liberally than prescribed in paragraph 16. Wood parts should be inspected to see that swelling due to moisture does not bind working parts. If this does occur, shave off only enough wood to relieve binding. A light coat of OIL, linseed, raw, type A applied at least every month and well rubbed in with the heel of the hand, will help to keep moisture out. Allow oil to soak in for a few hours and then, wipe and polish the wood with a dry clean wiping cloth. Do not fire rockets at temperatures above 120 F.

NOTE: Care should be taken to see that linseed oil does not get onto electric contacts as it will gum when dry.

b. Hot Dry Climates. In hot dry climates, where sand and dust are apt to get into the bore, the launcher including the bore should be wiped clean daily or more often if necessary. Oiling of the bore should be done very sparingly and only in the event that atmospheric conditions cause rusting of the bore surface. In such climates, wood parts are apt to dry out and shrink, and a more frequent application of OIL, linseed, raw, type A, will help keep wood in condition. During sand or dust storms the breech and muzzle should be kept covered. Do not fire rockets at temperatures above 120 F.

Oh heed the fate of Whistlin’ Joe! // Forgot the life lines were so low. // Back home the WAC’s were his pet rave; // But he went . . . → Read More: Lubbers Don’t Live]]> The U.S. Navy had their own series of training posters called “Lubbers Don’t Live”. This poster stars Whistlin’ Joe who goes overboard with a swish.

Oh heed the fate of Whistlin’ Joe! // Forgot the life lines were so low. // Back home the WAC’s were his pet rave; // But he went overboard for a WAVE!
 

When the Stukas begin to attackAin’t the time to make up for a lack     Of cleaning your gun -     Which won’t shoot at a HunWith a month’s gummy dust on its back!CLEAN IT EVERY 3 DAYS Don’t be a dope! HANDLE EQUIPMENT . . . → Read More: Don’t Be A Dope III]]> Another “Don’t Be A Dope” training poster starring Joe Dope:

CHAPTER 6: FIELD EXPEDIENTS

32. GENERAL. Field expedients are based on a common sense use of the things you have in the field with which to do a . . . → Read More: Tank Driving — Field Expedients]]> Tank driver instructions for dealing with mud, thrown tracks, and bellied tanks from From TM 21-306: Manual for the Full Track Vehicle Driver, War Department, August 1946.

CHAPTER 6: FIELD EXPEDIENTS

32. GENERAL. Field expedients are based on a common sense use of the things you have in the field with which to do a job. A few minutes of thought before starting the work often save hours of unnecessary labor.

33. CONTROLLED DIFFERENTIAL. A number of field expedients for full-track vehicles are based on the way the controlled differential works. If your vehicle has thrown or broken one track, you can move the vehicle by holding back on the steering lever on the same side. This throws power over to the side that has the track and your vehicle moves either forward or in reverse. However, if you do not hold back on this steering lever, the vehicle stands still because the power is thrown to the sprocket which is free to turn without the track. Paragraphs 34 through 38 describe several of the most common field expedients.

34. ONE TRACK SPINNING. To move a full-track vehicle which has one track on solid ground and the other spinning in the mud, pull back on the steering lever on the same side as the spinning track. This throws power to the track on solid ground and your vehicle moves out. (See fig. 36.) To move the vehicle in a straight line pull back alternately on the levers.

Figure 36. When in mud and only one track spins, move the vehicle by holding back on the steering lever on the same side as the spinning track.

35. SLIPPERY HILL. a. To move a full-track vehicle up a slippery hill or incline (fig. 37)—

(1) Attach one end of the cable to a track.

(2) Attach the other end to a tree or dead man.

(3) Hold back on the steering lever on the side opposite to the anchored track and move the vehicle forward until the end of the cable passes the rear bogie wheel.

(4) Disconnect the cable and, if the vehicle still cannot gain traction, repeat the procedure.

b. If both tracks are slipping, two evenly spread cables are used. Do not pull back on either steering lever except to keep the cables centered on the tracks.

Figure 37. Move the vehicle up a slippery hill by anchoring one track with a cable and holding back on the opposite steering lever.

36. THROWN TRACKS. To move a full-track vehicle when one or both tracks are off, use one sprocket as a winch. (See fig. 38.)

a. Attach the cable to the sprocket on the side with the thrown track so that it will wind up when the sprocket turns.

b. Attach the other end of the cable to an anchor.

c. Hold back on the steering lever on the side opposite the cable and move the Vehicle forward.

Figure 38. When one or both tracks are thrown, move the vehicle by using the sprocket as a winch.

37. BELLIED VEHICLE. To remove a vehicle bellied on a stump or in mud, chain a log to the tracks. (See fig. 39.)

a. Cut a log that is at least 12 inches in diameter.

b. Lay the log in front of the tracks.

c. Attach each end of the log to a track.

d. By use of the engine, move the tracks to the rear so that the log will strike the stump, or, if the vehicle is bellied in mud, so that it will lift the vehicle up and move it forward.

e. When the log passes the rear bogie wheels, unchain it and, if the vehicle is still bellied down, repeat the procedure.

Figure 39. A vehicle bellied on a stump can be moved by chaining a log between the tracks.

38. BROKEN OR BLOWN BOGIE. To chain up a bogie wheel that is broken or has a blown tire—

a. Drive the vehicle up on a log to raise the damaged wheel.

b. Pass a chain or rope through the wheel and the track skids. Tie or hook.

c. Back the vehicle off the log and drive away.

Don’t be a dope! Handle Equipment Right!With an air of complete unconcern // Joe Dope speeds his Jeep ’round a turn // And slams on his brakes //At each stop that he makes — // You’d think we had tires to burn! . . . → Read More: Don’t Be A Dope II]]> Another humorous “Don’t be a dope!” poster from WWII.

Don’t be a dope! Handle Equipment Right!
With an air of complete unconcern // Joe Dope speeds his Jeep ’round a turn // And slams on his brakes //At each stop that he makes — // You’d think we had tires to burn!
 

CRASH LANDING

Pilot 1. Call crew. “Prepare for crash landing.” (Have crew acknowledge.)

2. Switch on emergency IFF radio transmitter.

3. Release parachute by unbuckling.

4. Tighten safety . . . → Read More: A-26 Crash Landing Procedure]]> Instructions for crash landing procedures for the Douglas A-26 Invader from the Pilot Training Manual for the A-26 Invader, Headquarters, AAF, Office of Flying Safety.

CRASH LANDING

Pilot

1. Call crew. “Prepare for crash landing.” (Have crew acknowledge.)

2. Switch on emergency IFF radio transmitter.

3. Release parachute by unbuckling.

4. Tighten safety belt and lock shoulder harness.

5. Salvo bombs. Close bomb bay doors.

6. Make a normal approach. Use up to 3/4 flaps. Always make a wheels-up landing.

7. Slide seat back but still keep rudder control. (Place cushion between chest and control column.)

8. Call rear gunner and warn of “final impact.”

9. Have bombardier pull emergency lever to release cockpit hatch when airplane is just off the ground.

10. Mixture controls to IDLE CUT-OFF.

11. Turn battery and master ignition switches to OFF.

12. Tank selector valves to OFF.

13. Exit through upper hatch opening.

Rear Gunner

1. Lock upper turret guns in aft position at a 45° angle.

2. Lock sighting station in aft position.

3. Release upper escape hatch by pulling emergency release handle.

4. Unbuckle parachute.

5. Sit on the floor facing aft in the right forward corner of the compartment with back firmly against sloping bulkhead.

6. Brace self with hands and feet.

7. Keep earphones on for pilot warning of final impact.

8. Exit through upper hatch opening.

Bombardier

1. Take up position on jump seat beside pilot.

2. Unbuckle parachute.

3. Tighten safety belt.

4. Pull upper emergency escape hatch release (on signal from pilot).

5. Lean well forward with hands behind head. Use cushion to protect head and face.

6. Exit through upper hatch opening.

Left to Right, Top to Bottom: ENLISTED MEN SALUTE OFFICERS AND JUNIOR OFFICERS SALUTE SENIOR WHEN MEETING, PASSING NEAR, WHEN ADDRESSING, OR BEING ADDRESSED; OFFICERS AND ALL ENLISTED MEN NOT IN FORMATION SALUTE DURING HONORS TO THE . . . → Read More: When to Salute]]> The Navy version of “When to Salute” from Bureau of Naval Personnel Information Bulletin, January 1944.

Left to Right, Top to Bottom: ENLISTED MEN SALUTE OFFICERS AND JUNIOR OFFICERS SALUTE SENIOR WHEN MEETING, PASSING NEAR, WHEN ADDRESSING, OR BEING ADDRESSED; OFFICERS AND ALL ENLISTED MEN NOT IN FORMATION SALUTE DURING HONORS TO THE FLAG OR PLAYING OF NATIONAL ANTHEM; WHEN SEVERAL OFFICERS ARE SALUTED, ALL SHALL RETURN IT; WHEN OVERTAKING A SENIOR, THE SALUTE SHALL DE GIVEN WHEN ABREAST, WITH “BY YOUR LEAVE, SIR”; WHEN REPORTING (covered); GUARDS SALUTE ALL OFFICERS PASSING CLOSE ABOARD; ON EVERY OCCASION SALUTE THE CAPTAIN, OFFICERS SENIOR TO HIM, SENIOR OFFICERS FROM OTHER SHIPS; MEN AND OFFICERS SALUTE ALL SENIOR U.S. AND ALLIED OFFICERS THEY MAY ENCOUNTER; ENLISTED MEN RISE AND SALUTE WHEN AN OFFICER ENTERS OR LEAVES; RENDER SALUTES DUE THEM TO ALL OFFICERS IN VEHICLES (IF SAFETY PERMITS); ON FIRST DAILY MEETING, ENLISTED MEN SALUTE ALL OFFICERS, JUNIOR OFFICERS SALUTE SENIOR; WHEN OFFICER MEETS DETAIL ASHORE OR AFLOAT, MAN IN CHARGE SALUTES FOR DETAIL; OFFICERS RISE AND SALUTE WHEN A SENIOR ENTERS OR LEAVES; PASSENGERS IN CARS RENDER AND RETURN SALUTE (DRIVER: NO, IF SAFETY IS INVOLVED); SENTRIES AT GANGWAYS SALUTE ALL OFFICES GOING OR COMING OVER SIDE, PASSING CLOSE ABOARD; UPON APPROACH OF OFFICER, ONE CALLS ATTENTION, ALL SALUTE; WHEN OFFICER PASSES NEAR, OFFICER OR PETTY OFFICER IN CHARGE SALUTES, IF NONE PRESENT MEN DO; WHEN COLORS ARE SOUNDED, MAN IN CHARGE OF DETAIL SALUTES: OTHERS AT ATTENTION.
 

HEADQUARTERS II CORPS

In the Field16 June 1944

Subject: Lessons Learned.To: Divisions and Separate Unit Commanders, II Corps.

1. A detailed analysis of lessons learned during the . . . → Read More: II Corps Lessons Learned]]> The commander of II Corps published the following comments concerning the combat lessons learned during the advance from the Garigliano River to Rome in Italy in 1943-1944:

HEADQUARTERS II CORPS

In the Field
16 June 1944

Subject: Lessons Learned.
To: Divisions and Separate Unit Commanders, II Corps.

1. A detailed analysis of lessons learned during the II Corps advance from the GARIGLIANO to ROME is being made. This study will be published at an early date. Rather than wait for the publication of the detailed compilation, I wish to give you my comments now so they can be acted upon during the present training period.

a. Towns must be taken from deep flank and rear.

b. The usual practice of battering towns with air and artillery serves little purpose and is extremely wasteful of ammunition and time.

c. The delay caused as by small enemy detachments is out of all proportion to the numbers and means at our disposal. Among other errors committed is our failure to leave roads soon enough and to make a wide enough envelopment or by-pass.

d. The combined use of armored and infantry units has been too cautious. The over-emphasis placed on fire power of tanks during the period when weather and terrain conditions prevented full use of armor has not been overcome and mobility has not been restored to its proper importance in the employment of tanks. Too often a column of tanks has remained inactive on a road, held up by a single SP or AT gun. The time lost waiting for infantry to arrive, deploy and attack the gun could have been reduced 50% or more by a rapid deployment and movement of the tanks or by a wide envelopment which would in most cases have resulted in the capture or destruction of the gun. Likewise, relatively large groups of infantry have been long delayed by a small enemy group with a machine gun or two astride a rod. Again, the time wasted waiting for the arrival and action of tanks could have been materially reduced by early and wide deployment.

e. Not enough use has been made of Air OP’s for reconnaissance purposes. Inasmuch as artillery targets have been relatively few during this pursuit phase, there should have been constant Cub air reconnaissance available to all leading elements.

f. In the long run, speed was made over the high ground, not over the roads or flat lands.

g. Too often commanders of all echelons waited for orders. The rapid advance made the maintenance of communications difficult and resulted in instructions being issued and received based on out of date information. Under such conditions commanders must act on their own responsibility, initiative and judgment. Inactivity is inexcusable.

2. We must be prepared mentally and tactically for a change in the character of combat when we next go into the line for we may encounter strong and bitter resistance. At some date or place the German may seek to make a stand but our constant pressure should greatly hamper him from getting set. The main bodies following our mobile advance detachments must be kept so in hand that they can be employed rapidly in accordance with simple and prepared plans.

3. Speed, not haste, is still the great factor.

GEOFFREY KEYES
Major General, U.S.A., Commanding.