Archives for May 2018

WORLD WAR II VETERANS CONCORDIA PARISH. LOUISIANA

ARMY PARATROOPS
AUSTIN B. WILSON
EUROPE

82nd Air Borne Division Platoon Sergeant
505th Regimental Combat Team
Combat Jumps Normandy, France-June 6, 1944
Holland, September 17, 1944
Awards: Bronze Star with V Device

Born in 1922, I grew up in Ferriday, Louisiana where I attended high school and earned a football scholarship to LSU. I was at LSU, where my classes included Army ROTC, in November 1942, when E.B.(Brother) Hutchinson and I decided it was time to enlist, or we would miss out on being part of World War II, I had completed two semesters of ROTC training and felt like my military training was almost complete. We enlisted, and I choose the Army Air Force, because the Recruiting Officer promised “No KP or other duties.”

In 1943, I was sent to Ireland to begin training as a Paratrooper with the 82nd Airborne Division. The 82nd and 101st Airborne Divisions, after their successful campaigns in Italy, were now rebuilding and training for the main invasion of the Continent.

During the Normandy invasion, D-Day, June 6, 1944, our target area was several miles beyond the beaches. I and my small unit landed within a few hundred yards of our target. Others were not so fortunate, so our efforts were not united as rapidly as planned.

Both the Normandy and the Holland Campaigns were followed by days and weeks of fence row and fox hole warfare. After the Holland landings, we were in the famous “Battle of the Bulge”, where casualties were high and the weather was extremely cold. This campaign ended with Patton’s invasion of Berlin in May 1945, known as V.E. Day.

Dude Tarver and David Speed, both of Ferriday (both deceased) were members of the 82nd Air Borne and could have written similar stories. I received a Commission as a 2nd Lieutenant when on Reserve Duty, January 26, 1951. The below picture shows me receiving my diploma (and Paratrooper Wings) from Major General Ridgeway, March 29, 1944 at 82nd Airborne Division Headquarters, Leicester, England.

World War II Veterans Concordia Parish, Louisiana

James Harold Talley

Born: August 27, 1921 (No Birth Certificate)
Father: William Emmett Talley
Mother: Lilly Black

Married Beatrice Dale on December 10, 1946, separated in March 1954, divorced on May 14, 1955. Adopted William Richard Talley, born May 15, 1952. Married Bonita Breznik on May 27, 1955 in Forrest County, Biloxi, MS. She was born on February 4, 1927 and died April 10, 1961. We had one child, Terry Talley born November 23, 1955.

Married Eleanor Elizabeth Murray Womack on November 7, 1962 in Vidalia, LA. We had one child James Robert Talley born June 7, 1965 and adopted one child, Loura Susan Womack born July 26, 1959.

I graduated from high school in Morrow, LA in 1939. I served in the Army Airborne. I was inducted on October 13, 1942, was overseas December 19, 1943 to April 1945; was prisoner September 19, 1944 – March 1945. I was discharged October 31, 1945 from Fort McClellan, Alabama. First combat jump was D-Day, June 6, 1944 in France and stayed in combat zone until August 1944.

I was taken prisoner near Niemegan, Holland on second combat jump. Prison Group: Stalag 12-A?, Kustrin, Germany approximately 60 miles from Berlin toward Poland.

I earned a Purple Heart.

WORLDWAR II VETERANS CONCORDIA PARISH LOUISIANA

U.S. NAVY W. L. STEWART

Mine Sweeper – USS Garland (AM 238) Yeoman 2nd Class

The USS Garland received 2 Battle Stars for major engagements.

Awards: American Area Campaign Medal
Asiatic Pacific Campaign Medal
World War II Victory Medal

I was born October 1, 1925 at Haynesville, Louisiana and lived at Bossier City, Louisiana until I entered the service January 26, 1944. I was a member of the initial crew when the USS Garland was commissioned in Puget Sound August 26, 1944.

The USS Garland departed San Pedro, California, November 12, 1944 with a convoy to Kossol Roads, Palau Islands, arriving there January 2, 1945, where she served as Entrance Control Ship. The Garland escorted convoys between Peleliu and Ulithi until May 20; then patrolled convoy routes between Ulithi and Eniwetok. She departed Ulithi June 28, escorting a 16 ship convoy to Buckner Bay, Okinawa, arriving there July 17, 1945.

Based at Buckner Bay, the Garland swept mines in the East China Sea July 22 to 31 and August 13 to 25. Next she shifted to Ominato Ko, Honshu, sweeping Japanese mine fields to clear the way for Allied transports, carrying occupation troops to the Empire. The Garland departed Ominato Ko October 20, serving as flagship of Mine Division 40 until November 20. Then she sailed for the United States, arriving at San Diego December 19. Departing San Diego January 31, 1946 and going through the Panama Canal, she went to Orange, Texas where she was decommissioned August 2, 1946.

I was released from service at Orange, Texas June 11, 1946. I moved to Concordia Parish in 1954. August 27, 1971 I married Valerie Finney, whose home was in Catahoula Parish. We now make our home at 143 Chandler Road, Ferriday.

Me as a Sailor

Poster on Bridge of USS Garland showing number of Japanese mines destroyed by the USS Garland

Explosion of a mine just aft of the Garland (Too close for comfort)

WORLD WAR II VETERANS CONCORDIA PARISH LOUISIANA

U.S. NAVY Jesse W. Speed
SOUTHWEST PACIFIC

Fleet Tanker-AO49-Neosho Petty Officer 3rd Class Fire Controlman

Combat Experience- 7 Months in South Pacific, refueling Naval Vessels

I was born December 9, 1925, in Winnfield Louisiana. We moved to Ferriday in the fall of 1936. I went to Ferriday High and on November 17, 1942, I talked my Dad into signing for me to enter the Navy before the legal age of entry (17). I had never been outside the State of Louisiana in my life, but when I was sworn into the Navy that November, I was sent to San Diego, California for Boot Camp.

From Ferriday, we went by bus to Jackson, Mississippi, and from there. by train to San Diego. We arrived at about 11:00 PM and were immediately sent to the mess hall for chow. The first person I saw there was Marion Barnett from Ferriday. Marion had arrived a little earlier and was already on KP duty.

While in Boot Camp, I shared a barracks with Henry Fonda. He was treated just like the rest of the men. He was a nice guy who pulled his weight.

After Boot Camp, I went to Fire Controlman School. They taught me to aim and direct gunfire at incoming aircraft. We learned how to operate the gunsite and the electronics and gun directors that control the movement of anti-aircraft guns.

After graduation from that class, I was transferred to Pacific Beach, California (outside San Diego), and was promoted to Fire Controlman, Third Class. I was introduced to 20 mm, 40 mm and 5 inch 38 anti-aircraft guns, I would teach the men how to put the gunsite on the target sleeve that was being towed by an airplane and how to set the range into the gunsite to control the lead needed in order to hit the target.
After about two years as an instructor at Pacific Beach, I was transferred to sea duty aboard a fleet tanker (the AO 49 named Neosho) bound for the South Pacific to join the fleet that was in action against the Japanese Navy and land forces. We refueled the fleet which consisted of battleships, aircraft carriers, cruisers and destroyers. We were re-supplied with fuel by the Merchant Marine, who tried to stay a safe distance from the battle zone. None of us probably realized what a high priority target we were as a supply vessel.

On the way to the South Pacific, we had stopped off at Pearl Harbor, Hawaii and saw the ships that had been sunk December 7, 1941. From there we went to the South Pacific to the atoll islands which reach to the Philippines, while the army and marines were recapturing them from the Japanese.

My closest encounter to any action was during one of our re-fueling jobs near the atolls. We saw Japanese Kamikaze pilots fly over. We were instructed to put out smoke pots to look like fog covering the ship, so we would not be spotted. We were also instructed not to fire at the planes because they would follow the tracers and crash into our ships. In one of these encounters the plane was so low I could see its exhaust. In fact, one plane flew into a mast of one of our ships and crashed into the ocean.

After this, we operated with the fleet, about 50 miles off the coast of Japan, re-fueling the ships every morning so they could make night runs and shell the coast of Japan. This continued until the end of the war.

At the announcement of the war’s end, we were instructed to go into Tokyo Bay, We anchored about 1000 yards from the USS Missouri, where General Mac-Arthur signed the Peace Treaty with the surrendering General of the Japanese Army. I did get to go ashore and see some of the destruction we had caused the city and shipyards of Tokyo.

From Tokyo, we sailed back to San Francisco. I had shore patrol duty with no liberty our first and only night there. What a “Welcome Home” that was. We left the next day, going through the Panama Canal to Norfolk, Virginia, where the Neosho was decommissioned. I traveled by train to New Orleans where I was honorably discharged December 21, 1945. A bus ride returned me to Ferriday, where I have lived ever since.

WORLD WAR II VETERANS CONCORDIA PARISH LOUISIANA

ARMY AIR FORCE PERCY ROUNTREE
EUROPE

Headquarters 2nd Division, 8th Air Force Captain Base Adjutant

330th Squadron, 93rd Bomb Group, 8th A. F. Major Executive Officer

Today (September 11, 2002) we commemorate the unwanted and cowardly devastation brought to our homeland a year ago. We will never forget and we cannot forgive. In thinking about our past experiences, memories of World War II fill much of my thoughts by day and dreams by night. I graduated from LSU in 1941 — was much more interested in military as an ROTC Cadet, Lt. Colonel, Infantry than I was in my major subject — Journalism.

At this time I was only 20 years old and couldn’t accept my commission as a 2nd Lieutenant in the Army until I became 21. This was a real disappointment, but I immediately got a telegram and then an official letter saying that if I would take my commission in the Air Corps instead of the Infantry, that they would order me to active duty immediately. I wired back that same day with, “Yes sir, I will.” I was ordered to Kelly Field, San Antonio, Texas where the Air Corps was getting ready for war.

Then came the infamous sneak attack on Pearl Harbor, where we briefly lost our Naval superiority to Japan. We were now at war with Japan, Germany and Italy. I left Kelly Field, and my wife and daughter, as a Captain in early 1943, going by train to Canada, and down to New York Harbor; then on a rough trip to Newfoundland, Greenland, Iceland and Scotland on the smallest troop ship in the convoy. From there to East Anglia England and the 8th Air Force, right on the North Sea across from Belgium.
The Eighth became the biggest Air Force in the world, commanded by General Jimmy Doolittle. There were three divisions; the First and Third with B-17 “Flying Fortress” bombers and the Second with B-24 “Liberator” bombers. I was at headquarters of the 2nd Division at Norwich, about 120 miles northeast of London. My job there was Base Adjutant, Assstant to the Base Commander, with additional duty as Station Defense Officer (because of my infantry training.)

Later, I was with the 93rd Bomb Group in England for about 2 ½ years. There, now a Major, I was Executive Officer of the 330th Squadron, 93rd Bomb Group.

When I first got to England in 1943, the German Luftwaffe had control of the skies and hit us every day and night with bombers, then with flying Buzz bombs and later with V-2 rockets.

As time went on, with the RAF “area” bombing at night and the U.S, Air Force “precision” bombing by day, we began to take command of the skies over Europe. This prepared the way for our invasions, first in North Africa, then Italy, and finally the beaches of Normandy, France. This opened a tough door into Germany.

As the B-24s, B-17s, the medium bombers and the RAF continued to devastate the German war machine, the end became in sight. When the war with Germany ended, the 8th Air Force came home to Sioux Falls, South Dakota to refit the B-29s. While waiting to return to the U.S. General Doolittle said that every soldier needed to know how to shoot. So he called for teams from every Bomb Group into rifle, pistol and skeet competition. My teams from the 2nd Division won the rifle and pistol competitions and were second in skeet. I was the only man on all three teams, scoring 2nd high with rifle, 4th with pistol and 1st in skeet. I am quite proud of this record, because this competition was for the entire 8th Air Force, the largest Air Force in the world.
We went to South Dakota as scheduled, and were ready to fly to Okinawa, Japan when the nuclear bombs were dropped. I stayed in the Air Force a few more months, then got out, but stayed in the Reserves.

I retired in 1961 after 20 years in the Air Force Reserve as a Lieutenant Colonel. If we do get into it again, I plan to ask for a mobilization assignment, like I had during the Korean War. I am 81 and in pretty good shape? My wife of 60 years says that is debatable.

Captain Rountree of the 2^nd Division Rifle Team

WORLD WAR II VETERANS CONCORDIA PARISH LOUISIANA

ARMY AIR FORCE ISAAC E. (IKE) ROBERTSON
EUROPE

379th Bomb Group, Eighth Air Force Captain, Pilot, B-17

Combat Experience——30 Missions over Europe

Awards: Air Medal with Oak Leaf Clusters

I was born March 13, 1920 in the Nebo community of La Salle Parish. ! was the seventh child of a family of ten. Our parents were Elijah Sparks Robertson and Janie Collins Robertson. We lived on a small farm at Nebo until the six boys were large enougn to farm. Then Papa bought and rented farm land on the east side of Catahoula Lake in the French Fork community. We raised cotton, corn, cattle and hogs, the livestock on open range.

It never occurred to me that I would finish high school and even go to college. In 1939, not many farm boys, with the farm as the only source of income, even dreamed of going to college. I graduated from Block High School and decided I wanted to go to college. On “Ole Jim” my cow pony, I rounded up some cattle, took them to market, sold them, and was ready to go to. That cash did not last long, but I got some help from my father and some friends. I got a job working at the college. Pay was 25 cents per hour, with monthly income limited to $15.
I was a student at Northwestern Normal, now Northwesern University at Natchitoches.

Early in the 1940s the clouds of war were becoming so heavy that every
boy and young man knew that sooner or later he would have to go.
There was a civilian pilot training course at the college. (CPA)
I had no intention of going into pilot training, but my roommate
couldn’t do his navigational problems. I thought that if I had to do his
problems, that I might as well take the course and get credit. You might
say that I got into flying by accident. I not only got to fly, but the ground
school included navigational problems and other courses related to flying.

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We started flying the little Piper Cub, with, I believe, a 60 hp engine.
We had a grass field, two men in the plane, and we had parachutes.
Sometimes it took us 400 yards to get off the ground. Then we had to
take 2 cross-country assignments. I got my private flying license in 1940
when I completed the course. Next was an advanced flying course at
Northeast Junior College, now the University of Louisiana at Monroe.
This more advanced course, moved us up to larger planes. We were
flying the Waco UPF7, a bi-wing,open cockpit unit with 220 HP
Continental engines, similar to the Steerman used in training Army and Navy cadets. It was a maneuverable biplane. They were still visualizing World War I dog-fighting. The Japanese used the Zero, because of its maneuverability. When I completed this phase of training, I had about 100 hours of flying time.

I volunteered for service about two weeks after the Japanese attack on
Pearl Harbor. I had a friend in Jackson, Mississippi, so I went over
there to enlist. My friend went into the Navy Air Corps and I went into
the Army Air Corps as a Cadet. At that time it was declared that the
Air Force was essential with priority. You could transfer to the Air Force from any other branch of the service. I applied for pilot training and was sent to Nashville for psychological and stress-induced screening. Some cadets washed out in every phase of training. They were transferred to some other type of training.

I next went to Montgomery, Alabama for college courses. I had more physics in three weeks than I had in an entire semester in my regular college days. We had some strict discipline and I learned Morse code, which I did not know the value of at that time. Over the years knowledge of the Morse code helped me to get oriented many times when it was very important. One time in particular, I was on a flight from Istres, France to a place called Dakar Africa which was over desert most all the way from Porte Lyautel, Africa. Without a checkpoint, and not knowing wind direction or speed, I was unable to know my position. I tuned in the radio frequency of Dakar Air Field and the radio beam was close. I was about to fly by the field. I do not know where I would have ended up if it had not been for the code sent out by that radio beam.

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The next stop was the Mississippi Training Institute in Jackson, Mississippi, for Primary Training. We were flying the Steerman PT-17s. This was a fabric covered plane that performed very nicely. One morning I was flying solo and had about an hour left. The weather changed and they closed the field. I had no radio and was happy, just flying around. In the meantime a cadet named Robinson had gone up without filing with the dispatcher. He crashed and they thought it was me. They were preparing to send a telegram to my family when I came in.

Those of us, not eliminated at Jackson went on to Bainbridge, Georgia
for Basic Training. We were flying Voltaire Vibrators, Basic Trainers
B.T. 13. This plane had flaps, a glass canopy and more controls than anything we had flown before. One young instructor had me do something that exceeded normal dangers. We were coming in to land and he had me turn the plane over and glide upside down. We were on the final approach before he let me turn it over and set down. This was not very wise for an instructor to permit or direct. We were very lucky.

Next was Advanced Training at Columbus, Mississippi. I had an idea
that with this training, that someday I could be an Airline Pilot. I
wanted to fly twin engines, never even dreaming that I would be flying
the big four engine ones. Training at each level was tougher. We had to
go into pressure chambers (low pressure), simulating 38,000 feet. If you
had nitrogen in your joints, you could not stand the pain. We flew AT-9s, AT-10s and the single engine AT-6. I qualified in all three.

April 29, 1943 I received my Pilot’s Wings and gold bars as a Second Lieutenant. We were not given a delay enroute or a leave so we
could go home and show off our gold bars and Pilot’s wings, due to the fact that the Germans were shooting down our planes so fast that the Air Force needed replacements and soon.

We went to Sebring, Florida and began training in B-17s, the big four
engine boys. This was a big step for a country boy used to riding a
black horse. They knew and I knew that I could fly that plane and keep
my cool. As fast as we were trained, we were to be shipped to England.

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At this time, the British were expecting invasion by the Germans. We
were to go there prepared for that event. When we were checked out we were given a brief leave and sent to Ephrata, Washington. There, our crew joined us and we did combat training on 16 hour days. This included gunnery, bombing and formation flying. Our next stop was Spokane Washington for more training, and then to Lincoln, Nebraska.

We went to England and our first stop was Hanley England. This was –
September, 1944 and it was so cold we had to sit in a room, wearing our
big coats, waiting four days to get our orders. We were assigned to the
379th Bomb Group as replacements. We were replacing crews previously lost in combat.

The Bomb Group was made up of four squadrons. We were assigned to
the 527th Squadron. On a combat mission three squadrons each sent thirteen planes ( if we had that many planes in flying condition) a total of thirty nine planes. One squadron got a day of rest. I was assigned lead position for our squadron.

When going on a combat mission, we would be awakened about 2:30 am and would go, in total blackout, to the mess hall for powdered eggs or flapjacks and syrup. You ate, knowing that your next meal would be that night (if you made it back). Next, we went to the briefing room. There was a big map on the wall, showing our route, our assigned target and hopefully, the worst flak areas, which we hoped to avoid.We were given German, Dutch and Belgian money, for use in efforts to escape, in case of forced or parachute landing. We also carried photographs of ourselves in civilian clothes, so that the underground could supply us with fake IDs.

The policy was to let a crew go back to the US when 25 combat missions
were completed. Very few survived that long. The crew of the Memphis
Belle were the first to receive that honor. They returned to the US and
went on a bond selling tour over the entire country. As our air
superiority improved and more crews were surviving, the mission
requirements were raised to 30, and later to 35. My required limit was
30 missions. Crew training is very expensive. We were told that at that
time it cost $50,000 to train a pilot.

Page 5
On a bombing run , the lead Bombardier is actually flying the plane
with the Norden Bomb Sight. All other Bombardiers are actually
“Toggliers”. They drop their bombs when the lead drops his. The lead
pilot has no control until the bombs are dropped. Planes are to stay in
formation.

Our Combat Missions:

1. 12/11/44 Manheim, Germany 2. 12/18/44 Coblenz, Germany

3. 12/19/44 Coblenz, Germany 4. 12/28/44 Bruhl, Germany

5. 12/29/44 Wittlich, Germany 6. 12/30/44 Kaiserlautern, Germany

7. 12/31/44 Neuss, Germany 8. 1/02/45 Daun, Germany

9. 1/03/45 St. Vith, Belgium 10. 1/06/45 Cologne, Germany

11. 1/08/45 Speicher, Germany 12. 1/10/45 Bonn, Germany

13. 1/13/45 Mannheim, Germany 14. 1/17/45 Paderborn, Germany

15. 1/22/45 Sterkrade, Germany 16. 1/23/45 Neuss, Germany

17. 2/01/45 Mannheim, Germany 18. 2/03/45 Berlin. Germany

19. 2/20/45 Nurenburg, Germany 20. 2/21/45 Nurenburg, Germany

21. 22. 2/24/45 Hamburg, Germany

23. 2/25/45 Freidrichshaben, Ger. 24. 2/26/45 Berlin, Germany

25. 2/28/45 Hagen, Germany 26. 3/01/45 Bruchsal, Germany

27. 3/02/45 Chimnitz, Germany 28. 3/04/45 Ulnr, Germany

29. 3/09/45 Kassel, Germany 30. 4/14/45 Brodeaux, France

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When we went on missions and visibility did not permit us to bomb
either our primary or secondary targets, we would dump our bombs in
the North Sea. Earlier in the war, such bombs were brought back to the
bases. This had proven dangerous and costly. On such missions, we
were not given credit. So, in essence I flew more than 30 missions.

On a mission to Bonn Germany, I was flying element lead. Major Davis
was flying on my left wing. After we dropped our bombs and closed our
bomb bay doors, the Group began a tight right turn and a steep dive to go to a lower altitude (a normal exercise in an attempt to avoid enemy flak). Davis, flying on the left, was on the outside of the turn and swung too far out on this maeuver. He was quite a way behind the rest of us. Apparently he paniced and was trying to re-join the rest of the squadron. He was coming toward our plane at a high speed, on a crash
course when he was spotted. I first tried to climb to avoid him, but Lt.
Gordon’s plane was there, so I went into a power dive. We escaped, but
Davis crashed into Lt. Gordon’s plane. Both planes were destroyed and no chutes were seen. The B17 was not designed for a power dive and I had to come out of the dive very gradually. I lost 11,000 or 12,000 feet before being able to do so. (I was told at de-briefing that I was reported going down out of control. I told him I was going down, but not out of control.) The Navigator said the Bombardier (who had shed his oxygen mask anticipating a jump) had passed out and asked, “What do you want me to do?” I told him to put him on 100% oxygen.

The flak was not that bad that day.We had some flak, what we called 88 millimeter, on every mission, but on that mission it was light. The worst we encountered was on a mission when the target was a river bridge at Manheim, Germany. We missed the bridge and had to go around again. The Germans were ready and waiting. I thought, this next mission, that we were gone. Oil was on the windshield, and I put my hands over my eyes for only a moment. We did make it back to the base. I counted 144 holes in the plane.

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We had a mission the following day, and flew with the 144 holes still
there. There had been no time to patch them. The fog was so thick and heavy that we had to take off by instruments. Over the target area we could not see the primary or secondary targets so we dumped our bombs in the North Sea. That day, we could not get back to
our base, so flares were sent up at another base to show us where to land. We had to come in 500 feet above the flare, coming down at 200 feet per minute. When I got down near the base of the fog, I flipped on my landing lights so others could see us. Shrapnel had cut the wires to the lights. When the switch was turned on, it ignited a fire, right at the collapsible rubber tanks in the wings. I saw it, and knowing that it was a very dangerous place for a fire, I did not tell the crew. I did not want to excite them. They saw it, but did not tell me. I was ready to leave the plane the minute we hit the runway and stopped. A sergeant with a fire extinguisher came out immediately. All the crew, including the co-pilot was at the escape door, except me. We were on a British field and they put the plane in a hangar for the night. I flew the plane back to base the next day, but did not turn on the light switch.

Since I was from Louisiana, the crew named our first plane
“Gator Bait”. When it was taken out of service we were put on the “Lucky Patch”.

Our longest mission was 9 ½ hours. We could not eat or drink water on
the plane. At sub-zero weather water was frozen and oxygen masks
precluded eating. I completed my 30 missions and was ready to go home.

During our combat flying, we got 3 day passes. I went to London,
Edinburg and other sites. On one train trip to Edinburg, I met a lady
and her daughter, who invited me to their home in Scotland. They had
fully expected a German invasion.

I went home on leave and then went to North Carolina on 30 days R&R (Rest and Recuperation). From there I returned to Sebring, Florida,
then to instructors school in Columbus, Ohio, then back to Sebring to
teach West Point graduates to fly B-17s. The war in Europe was over,
but not so in the Pacific.

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I was given the ultimate assignment at Wright-Patterson Field in Ohio,
but I asked for an overseas assignment, in lieu of attending Command
and Staff School. I ended up in Berlin with the European Air
Transportation Service. This was before the days of the Berlin Airlift.
We were flying DC-3s for Air France and the British, carrying regular
paid passengers. B-17s were converted to carry passengers, and they
could go long distances (as we already knew). I flew to Athens, Rome,
Norway, Sweden and Denmark; beautiful tours. While in Berlin I went
to the University and studied history and languages. Dean Acheson, President Truman’s Secretary of State, had a brother, Dr. Edward Acheson, who implemented the Marshall Plan. I flew him to Holland, Belgium, London, Sweden, Denmark and other places. During this assignment I was promoted to Captain. My last assignment was flying
along the coasts of Africa, Spain and all the Mediterranean, photographing the coast, for possible future needs.

I returned home December 23, 1947, not sure what I would do. I had received an offer to fly newspaper reporters to various assignments.
The Army Air Force had given me a sixty day leave, and during that time, Mr. Aubrey Brooks, Catahoula Parish School Superintendent, needed teachers for “On The Farm” training, and asked me to come see him. I was hired and went to work for $175 per month, a very desirable job.

Soon after I got home, I met Georgia Bradford. We were married August 21, 1948 at her home. Our honeymoon was very short because of work that needed to be finished. We have three beautiful daughters: Sandra, Susanne and Paula. Sandra married Michael Bruce Taylor and had three children: Chris, Jennifer and Sean. Chris died in 1991 at the age of 19. Susanne married David Shirley and had two children: Shana and Landon. Paula married Tommy Aiken and had three children: Jacob, Megan and Aaron. Of the seven surviving grandchildren, six are in college and Aaron is in the eighth grade ( in 2003).

I stayed with that job 3 ½ years. The time to claim my GI schooling was about to play out and I wanted to go back to college. I resigned from my job and enrolled at LSU. With my 75 hours at Northwestern and four years under the GI Bill, I was able to obtain my BS and MS plus thirty from LSU.
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I have been teaching school, farming and raising cattle ever since. My home has been at Wildsville, Concordia Parish since 1956. Here I have about 200 acres of land which I am renting out, and it sure does help supplement my teacher’s retirement check.

Ike Robertson and the Crew of the N17

 

Lieutenant Ike

WORLD WAR II VETERANS CONCORDIA PARISH LOUISIANA

MARINE CORPS ROBERT S. RIFE JR.

PACIFIC

24th Regiment, 4th Marine Division Corporal

Combat Experience Invasion of Iwo Jimo

I was born in Glen Allen, Mississippi in 1920. My family moved to Waterproof, Louisiana when I was in the fifth grade, which served as home until moving to Concordia Parish in October 1953. After finishing High School at Waterproof, I went to Louisiana Tech at Ruston, Louisiana, and was there until war began. I enlisted in the Marine Corps in the summer of 1942. “Boot Camp” was at Paris Island, with additional training at My Regiment was on Maui, Hawaii. The Group sailed from Honolulu and went to Guam. From there we went to Iwo Jima, and were a part of the second wave of the attack on Iwo Jima. We went ashore on landing craft March 3, 1945, and initially, were pinned down by a barrage. After dark, the Regiment made its way up to shelter under a cliff. The critical job was to get the Japs out of the caves, where they had hidden. Our last day on the Island, about a month after arriving there, a mortar shell hit, killing all the others in my unit. We returned to Maui, where I was offered a commission to stay in the service and take part in the occupation of Japan. I turned it down. I was ready to go home. The Group got to San Diego just before Christmas. I took a train ride home for Christmas, and spent one day there, before heading back to San Diego. Then I was discharged in January, 1946, and came home for good.

In 1948 I married Evelyn Ogden from Sicily Island. We moved to Concordia Parish in October, 1953 and it has been home ever since. Our oldest son, Stan is a retired Air Force Colonel, living in Abiline,
Texas. Our other children, John and Anna live in Concordia Parish.

Robert S. (Bob) Rife