Post-War Sinkings at Sea

The Grumman A-6E Intruder was accepted for service in 1963 and was in service with the United States Navy and Marine Corps between 1963 and 1997. They were involved in several sinkings of enemy vessels during that period. This photo was taken on 23 November 1981 (National Archives 6364507).

Aircraft launched from ships that sank other vessels was fairly common during World War II, especially in the Pacific Theater of Operation. However, since then it hasn’t happened that often. There are always details about the incidents that deviate them from classic airstrikes such as at the Battle of Midway. However, when the situation called for it, naval aviation was able to deliver results several times during the post-war era.

So, here we look at incidents since World War II when carrier-launched aircraft sank ships.

The major powers that deploy aircraft carriers haven’t really engaged in heated conflicts with any maritime powers since World War II. In my view, that alone sets WWII apart from all later conflicts. Seapower is the hallmark of a Great Power, and military conflicts at sea between Great Powers have been extremely limited since WWII.

However, on occasion, aircraft carriers have sunk enemy shipping. Usually, these incidents are one-offs and relatively minor, involving gunboats or with inconclusive results.

I’ll just list a few examples to give a gist of the kinds of actions that aircraft carriers or vessels carrying aircraft (times have changed, not only aircraft carriers carry aircraft these days) have taken against enemy shipping since World War II. There are probably more, but any other such incidents would be along these same lines.

A Royal Navy Westland Wasp (Mike Freer).

During the Falklands War in 1983, aircraft launched from Royal Navy vessels badly damaged the Argentinian submarine ARA Santa Fe. The submarine was hit by missiles and depth charges but barely made it back to port, where it was abandoned and eventually sank. The asterisk to this incident is that none of the British vessels were actually aircraft carriers, but naval aircraft such as Westland Wasp and Westland Lynx helicopters launched from naval vessels did the damage.

USS Ticonderoga, shown here burning in January 1945, sank ships both during and after World War II. As shown above, she survived kamikaze attacks during WWII. It was one of several WWII carriers to participate in the Vietnam War (US Navy)

Aircraft carriers have been involved in collisions that resulted in ships sinking. USS Wasp (CV-17) collided with destroyer USS Hobson on 26 April 1952, sinking Hobson and causing 176 deaths. On 10 February 1964, Australian light aircraft carrier HMAS Melbourne (launched during World War II) rammed and sank the RAN destroyer HMAS Voyager, which had cut across its path. Voyager sank with 82 deaths. Melbourne also collided with US Navy destroyer Frank E. Evans on 3 June 1969. While Evans did not sink, 74 sailors died. In each instance, the aircraft carrier sustained damage to its bows but returned to port for successful repairs.

In the early days of the Vietnam War in 1964, USS Ticonderoga (CV-14) had several incidents with North Vietnamese shipping. The (North) Vietnam People's Navy attacked some US destroyers, so the Ticonderago launched rocket-armed F8E Crusaders that sank a handful of North Vietnamese gunboats. Ticonderoga and Constellation then launched airstrikes against the NV bases and destroyed/sank 25 gunboats. During the winter of 1965–66, Ticonderoga sank more enemy shipping during a general interdiction campaign.

In May 1972, the Midway, Coral Sea, Kitty Hawk, and Constellation laid naval mines off North Vietnamese ports such as Haiphong. Exactly how many ships sank from the mines is unclear, but it’s hard to believe there weren’t any victims. The ships also participated in Operations Linebacker and Linebacker II later that year which undoubtedly sank some ships in port.

A French-built a La Combattante IIa-class FACM Guided-Missile Patrol Craft (PTG) (Source: Jebulon).

In Operation Attain Document in March 1986, U.S. Navy aircraft and ships of the Sixth Fleet entered the Gulf of Sidra (off Libya) and met with Libyan attacks. Aircraft carriers USS America, Coral Sea, and Saratoga were involved. Essentially, it was a dispute over territorial waters and freedom of the seas. Libyan leader Muammar Gaddafi then sent in attacks to prevent the U.S. ships from entering the Gulf. Following unsuccessful Libyan missile strikes and air attacks, Grumman A-6E Intruders from VA-34 (USS America) and VA-85 (Saratoga) sank a Libyan French-built La Combattante IIa-class patrol boat using Harpoon missiles and cluster bombs. A-6Es from VA-55 of Coral Sea then badly damaged a Libyan corvette and patrol boat. Saratoga A6-Es of VA-85 later sank a Libyan corvette, ending the battles.

A Grumman A-6E Intruder (USS Lexington).

During Operation Praying Mantis in April 1988, fighting between U.S. and Iranian forces began after a US ship, the guided-missile frigate USS Samuel B. Roberts, struck an Iranian mine in the Persian Gulf. As part of retaliatory actions around an Iranian oil platform, A-6Es from VA-95 flying from USS Enterprise sank two Iranian speedboats. Later, two A-6Es responded to a missile attack from the Iranian frigate IRIS Sahand. They sank it using Harpoon missiles. Other A-6Es later responded to attacks from another Iranian frigate, IRIS Sabalan, by dropping bombs on it. They disabled the Iranian ship and forced it to be towed to port. After some more unsuccessful Iranian missile firings, the battle ended. This was the largest carrier action since WWII.

During Operation Desert Storm in 1991, USS Ranger (CV-61) conducted a general suppression campaign against Iraq. In addition to hitting many land targets, the ship’s Grumman A-6E Intruders sank enemy shipping in port.

While these operations may not seem particularly dramatic, they got the job done and sent some steel to the bottom.

USS Ranger CV-61.

A Silent Tragedy

Sydney crewmen in Alexandria, Egypt, sometime in 1940. Can't wait to get back to Down Under far from the war where it is safe! Source: Royal Australian Navy Sydney Memorial.

One of the reasons the action has received so little attention outside of Australia is that nobody from Sydney survived to tell the tale and the German survivors weren’t all that keen to talk about it and were in POW camps for five years. Not only did nobody survive Sydney, for the longest time it was believed that not even a single body was recovered. Sydney just disappeared.

That wasn’t terribly unusual during World War II. Of course, it happened quite often with submarines sunk by depth charges, where the men had no chance to escape. Probably the most famous example was U-47, which disappeared in March 1941 with the famous Günther Prien aboard. That was just one example of dozens and dozens of submarines that disappeared with all hands.

HMAS Sydney 1940 in the Mediterranean. Source: Australian War Memorial 301473.

Submarines may seem like a special case. After all, they’re often caught underwater to begin with. However, it also happened with many, many surface ships, including both naval and commercial ships.

Ships sunk with few survivors included USS Juneau, with only ten survivors out of 697 crewmen, and German heavy battlecruiser Scharnhorst, with 36 survivors out of 1986 crewmen. Destroyer USS Jarvis had no survivors out of 233 crewmen early in the Guadalcanal campaign.

There were literally hundreds of naval vessels sunk during World War II with no survivors. Hundreds of ships. That's right, hundreds of ships with no survivors.

Crewmen of HMAS Sydney at Alexandria, Egypt, 1940. Source: Royal Australian Navy Sydney Memorial.

So, HMAS Sydney had a lot of company in having none of its 645 men survive. It’s all conjecture, but there are several likely causes for the lack of survivors.

Survival at sea requires you to jump over numerous obstacles. Each one, individually, may not seem like much when we’re reading about it 80 years later, but each obstacle whittles down the number of people who can then try to hurdle the next one. It’s a pretty grim cut-down process.

First, the sinking happened around midnight. Tough to get your bearings in the dark, with no lights in an endless sea. Not easy to spot anything to grab onto.

And, there wouldn’t have been much to grab onto anyway. We’re all familiar with how warships look. What’s not obvious until you think about it is that there isn’t a lot of floatable material on deck. Cruise ships are lined with lifeboats on the “boat deck” - cruisers don’t have boat decks. There will be a launch or two, some rafts, and that’s it.

It’s not like everybody would have been standing around on deck waiting for the right time to jump into the water. They would have been below, fighting fires, manning pumps, trying to get the engines to work.

Sailors of HMAS Sydney while serving in the Mediterranean, 1940. Source: Royal Australian Navy Sydney Memorial.

When discovered in 2008, Sydney was found to have sunk after its bow snapped off. Since the bow was found near the rest of the vessel, that probably precipitated the final plunge (as with RMS Titanic). The ship then sank vertically, which would have been quite fast. It’s not easy to climb ladders and stairs when they’re horizontal. People normally topside in the superstructure was killed during the battle, so the survivors of the battle are mostly below the waterline - not a good place to be in a sinking ship.

And that ship, your home perhaps for years by now, the place you knew like the back of your hand and could "walk through blindfolded," is now suddenly alien territory. It is trying to kill you, with nothing where you expect it to be. Oh, wait, that corridor isn't there anymore because a shell destroyed it, better go to Plan B!  Maybe that corridor you used to walk down in ten seconds is now vertical - hard to climb up steel plating. You have to think through every move - where you used to turn left, which way do you go now to get to the surface, and which exit (that you normally don't use very often) is still going to be above water? - and thinking things over with the sea surging in isn't a good plan.

Able Seaman Thomas Welsby Clark hurdled all the obstacles and made it to carley raft. Having survived a brutal Darwinian cut-down process, this enabled him to wait out endless days and nights with no food or water, waiting for help that never came. Source: Royal Australian Navy via Quadrant Online.

There aren't a lot of openings to the outside in a cruiser to crawl through. There is a set number of exits with no skylights or anything like that where you might get out to safety. Heavy watertight doors will be closed and they open at funny angles that may be against gravity. Water is coming in at random places from shell and torpedo damage. And the lights have failed and there’s total darkness and things have fallen in your way that you have to crawl over. And you’re exhausted from manning the pumps for hours. "Don't tell me it's impossible, lads, you either get 'er done or we all die." And a dozen other sailors, your mates, are in the same corridor blocking your way as the precious seconds tick by. Some of them are dead or dying, maybe calling out for help - do you stop to aid them?

And getting out of the dying ship is only the beginning. So, a small number of lucky sailors would have found their way topside. Avoid getting pulled under from the suction! They would have been struggling in the water in pitch darkness. The sea undoubtedly was covered in oil, perhaps some of it on fire, which makes swimming difficult. You hear voices of dying men crying out for help or just, well, crying out because they know what's coming next.

Carley floats were stored in out-of-the-way places and designed to float free in the event of a really bad day. Source: Legion Magazine.

Okay, well, you can handle all that, right? You're out, you watch that dark shadow of the ship slide under a few meters from you, it's nice, warm water because it's summertime Down Under. All's good, you're the lucky one, the clever one, the overachiever who got out! Wasn't so hard! They should have taught those other blokes who didn't get out what's what! At that point, you just tread water and wait for daylight. Look for one of those rafts that you never noticed during your daily routine, what were they called again - oh, sure, carley rafts. With the sun will come the rescuers because that’s what always happens in the movies, right?

Well, the crew of Sydney didn’t get off any distress messages because the Kormoran’s very first salvo destroyed the bridge, killing the bridge crew and likely terminating the radio apparatus. So, nobody even knew that the Sydney had been sunk for five days. A search wasn’t even begun until 24 November and lasted only through 29 November. The men in the water (and there were likely some from Kormoran, too, though miles away from the Sydney men) were probably all dead before the first ship left a harbor or the first plane took off to look for them.

May of Sydney sinking and where the carley float was found about three months later.

The men in the water wouldn’t see any rescuers at dawn or at any other time because it’s a big ocean and things get lost there very easily. I’m sure you’ve heard about that Malaysian plane, MH 370, that disappeared in 2014. When someone asked me then how long it would take to find it, I said “never.” I compared it to flying a helicopter over the United States looking for a plane that had crashed but you had only the vaguest notion of in which state it might have happened. “Look in the Midwest first.” Yeah, good luck with that. Incidentally, there are many WWII plane crashes that have never been found, too.

But anyway, the men would have been struggling in the water not just until morning, but for one endless day after another. As far as they were concerned, they would be struggling in the water for eternity, getting thirstier, hungrier, weaker, and more sunburned until they finally just accepted it or drank some water ("it can't be as bad as they say") or drowned in the waves.

Some, injured during the battle, would have succumbed quickly. Sailors fighting fires in the bowels of the ship or in the engine room wouldn’t have been wearing much (it would have been hot as Hades below decks), hence had little protection from the cold at night and the burning sun during the day Water sucks the heat out of you much faster than air. Others would have lasted a day, some two days, maybe a few for longer. But each day would have been another obstacle, and notice what I said above about obstacles. No food, no potable water, no shade from the sun beating down on you… it’s not a pretty picture even if you do somehow make it to a raft.

Wreckage of USS Indianapolis from a National Geographic documentary. Source: Television Business International.

The experience of the USS Indianapolis in 1945 will give you chills if you read about it. There were many, many men struggling to survive in the water after it was torpedoed just after delivering an atomic bomb for special air mail delivery to Japan. They grouped together, holding onto each other to survive until rescuers came.

And then the sharks came.

So, the number of survivors of the Sydney was dropping constantly for a variety of factors. There’s one more fact that will make the point. The wreck was discovered about 222 km west of Australia. Okay, so maybe some men would have somehow swum to shore or drifted there, right? You know how wreckage always winds up ashore, some of them should have made it. Well, if they were champion endurance swimmers with perfect preparation, perhaps. But there’s one last fact you need to know before you reach that conclusion: 

the currents in that part of the Indian Ocean sweep in a counterclockwise circular pattern away from Australia and toward Africa. They head north, then west. Not toward land. Even if you made landfall before making the big left turn toward Africa, it would take months - months - to see land in the distance. And, it's not easy to see land far away when you're bobbing in the water.

That’s why bits of the wreckage of MH 370, which could have crashed within a few miles from the Sydney’s wreck for all we know, are still being found in South Africa and on islands off the African coast. Thousands of nautical miles away. And it took months, even years, to get there.

German raider Kormoran, which sank around the same time as HMAS Sydney after their battle (Federal Archive Image 146-1985-074-27).

A fair question is how there were 318 survivors of Kormoran’s 399 -man crew but none from Sydney. Well, it was the luck of the draw. The crewmen on the German raider realized early on that their ship - never built to survive gun battles and thus not expected to take punishment from a cruiser and survive - was going to sink. So, they abandoned the ship early on in good order. That apparently wasn’t the case with the crew of Sydney. And things would have been easier for the Germans after the sinking, too. A converted merchantman would have had plenty of stuff lying around that would float and give men something to grab onto to keep themselves from drowning. The Kormoran even had lifeboats, helpful as a part of the disguise of being an Allied merchantman.

Even then, with the Germans being questioned, it wasn't clear what happened. The German survivors didn't see the Sydney sink. They all had different stories based on the bits of information they did know. Among other things, they didn't know the precise position of the battle. And then, the Germans didn't know how long it took Sydney to sink or which direction it went in (south by southeast, it turned out). The currents by then already had five days to work their magic and take the survivors far away from that location in some random direction anyway.

A carley float from HMAS Sydney that didn't save anyone. Source: Naval Historical Society of Australia.

Days passed with nothing for the survivors to look at but the endless sky. The few sailors nearby that kept you company would have drifted away during the nights, so eventually you were all alone. Hard to spot a single man with no bright clothing or other clear identifiers in the middle of the ocean. Even if you somehow had a flare gun, there aren't a lot of passing ships because you weren't on a freighter on a normal trade route. You were just out there in some random place in the middle of nowhere.

Being adrift after your ship sinks or your plane crashes is one of the worst ways to die. You have plenty of time to think things over and often not a thing you can do to avert the inevitable unless you get lucky and someone happens by and spots your head slightly above the waves.

A passing tanker finding the Germans five days later was the first indication to the authorities that there had even been a battle. Nothing happened in the Indian Ocean during the war, right, so why would there have been a battle? Maybe if the tanker had found Sydney survivors in the water, the losses would have been more even. The Germans got lucky - some even made landfall on their own, in their boats - and the Sydney sailors didn't. Luck of the draw.

This is all just cold, hard reality, and the same thing could happen to any of us at sea.

To show how World War II still haunts the world, just last week - 19 November 2021 - Australia announced that a body found in a carley float near Christmas Island on 6 February 1942 was, as long thought, a certain crewman from Sydney. He was identified using DNA testing of relatives. The sailor, Able Seaman Thomas Welsby Clark, had two shrapnel wounds to his head, one in his left forehead and one above and behind his left ear that destroyed his skull. How he ever made it into a raft is a miracle in itself. Men in the water would have had wounds, too. It's never a pretty sight after a fierce battle.

Even a lucky sailor who somehow made it to a raft couldn’t make it over all the final obstacles. The men in the water had no chance at all.

A carley float in a museum in South Africa. One of these helped one sailor from Sydney die slower. Source: Photograph by Mike Peel (www.mikepeel.net).

2021

The Iconic P-51 Fighter

The P-51 was a classic escort fighter.

Taking the company on faith, the British placed their order. North American's top designer, Edgar Schmued, then quickly went to work designing and building an actual plane. Using advanced wind tunnel design techniques, he created advanced and extremely aerodynamic wings and fuselage that were very fuel-efficient. The company finished a prototype in an astonishingly short period of 102 days even though the United States was not at war and not under any particular pressure. The prototype first flew six weeks later, on 26 October 1940, during the dying days of the Battle of Britain.

Never forget the pilots who made the P-51 into a legend.

The British weren't happy when they got their first versions of the P-51, designated Mark I. Its Allison V-1710 engine was fine below 15,000 feet and the plane's flight characteristics were fine. However, due to its single-stage supercharger, the engine lost its power at higher altitudes. The Luftwaffe's Bf-109 fighter, powered by a Daimler-Benz DB 601 and then 605 engine, had fuel injection that provided superior performance at higher altitudes. This was a big problem because the Luftwaffe pilots preferred the high ground anyway.



Prospects looked bleak for the P-51. It appeared it would be relegated to the decidedly unprestigious roles of tactical reconnaissance and ground-attack fighter-bomber. However, a Rolls Royce test pilot, Ronald Harker, had an inspiration. The airframe was excellent, he reasoned. Why not put a Rolls Royce Merlin engine used in the Royal Air Force's Supermarine Spitfire into the Mustang, since it did not have the Allison engine's high-altitude failings? The idea made perfect logical sense and was immediately embraced by the RAF.



The engine chosen was the  Merlin 61. Unlike the Allison engine, it had a two-speed, two-stage, inter-cooled supercharger, designed by Stanley Hooker of Rolls-Royce, that gave it superior performance at higher altitudes. This change increased the Mustang's 390 mph (340 knots, 630 km/h) at ~15,000 feet (4,600 m) to around 440 mph (380 knots 710 km/h) at 28,100 feet (8,600 m). This was a dramatic difference that made the Mustang a competitor as an air superiority fighter. This version became the Mustang Mk X.



At North American Aviation, the hard decision was made to scrap the Allison engine and replace it with a US license-built Packard version of the Merlin engine. Basically, it was the same Merlin 61 engine, just made in a United States factory. Performance of this version gave a top speed of 445 mph (387 knots, 716 km/h) at 28,000 feet (8,500 m), with a service ceiling of 42,000 feet (13,000 m). This was more than sufficient to compete with the Bf 109 fighter, let alone the new Focke Wulf Fw-190, which was the Luftwaffe's top fighter at lower altitudes.



After some design changes to the Mustang to accommodate the 350-lb heavier Merlin engine led to the P-51B, the USAAF asked in July 1943 that the plane be further modified to maximize fuel capacity. The goal was to enable the Mustang to accompany bombers to the heart of the Reich. The company did some further design changes and added an additional 85 US gal (320 liter, 71 imp gal) fuel tank in the fuselage behind the pilot. This version, the P-51C, had greatly increased range. A bonus was that the P-51Bs could be converted into P-51Cs by using a kit supplied by North American Aviation.



The final and definitive version of the Mustang, the P-51D, appeared in mid-1944. It had a Packard V-1650-7 engine, a license-built version of the two-speed, two-stage-supercharged Merlin 66. The P-51D had a range of 1,650 mi (2,660 km, 1,434 nautical miles) with external tanks, allowing it to accompany bombers all the way to Berlin. While the later Spitfire versions could achieve roughly the same maximum speed as the Mustang and perhaps fly even a little faster, they were interceptor fighters, not escort fighters, and could only stay in the air for a little over an hour. The Mustangs could fly for hours and hours, lingering over the Reich and waiting for opportunities.



The enhanced performance of the P-51C and P-51D had a dramatic impact on the battle for aerial supremacy. Major General James Doolittle, the commander of the 8th Air Force and hero of the "Doolittle Raid" against Tokyo, was so satisfied with the Mustang's capabilities that he changed the rules of engagement in early 1944. Thereafter, Mustang pilots could only loosely cover the bomber stream while they hunted for Luftwaffe fighters and attacked their airfields. This had a dramatic effect on loosening the Luftwaffe's control of the skies over the Reich, let alone Allied territory.



As control of the skies shifted to the Allies, it enabled major changes in strategy. The RAF was able to return to daylight bombing in 1944 after years of night raids. This greatly increased bombing accuracy and further weakened the Luftwaffe's ability to defend the skies.



While the Luftwaffe fought back with new tactics and planes, such as the jet-engine Me 262 Swallow fighter, the P-51D fighters basically cleared the skies over the Western Front. Whereas in the past the Wehrmacht had been able to use the Luftwaffe to help its ground battles, now it had to plan attacks - such as the Battle of the Bulge - for poor weather conditions in which neither side's planes could operate. Thus, the evolution of the Mustang fighter affected both strategy and tactics to the benefit of the Allies, shifting the entire course of the war.



Reichsmarshall Hermann Goering, the head of the Luftwaffe, admitted upon his capture that, "When I saw Mustangs over Berlin, I knew the jig was up." Those fighters were P-51 Mustangs. No other fighter of World War II had as profound an impact on events as did the North American Aviation P-51 Mustang.

A P-51 shot down in Switzerland after straying across the border.

2021

Lightnings, Mosquitoes, Thunderbolts, Mustangs, Warhawks, Oh My!

"Rendova Island Invasion, June 30, 1943. Landing craft debouch U.S. amphibious troops who run for the trees. Overhead a USAAF P-40 provides air coverage."  Naval History and Heritage Command 80-G-52671.

Captain A.F. Eaton of 84th Squadron, VIII Air Force, strafes a Luftwaffe bomber parked on the airfield, 19 July 1944.

Strafing by fighters was often more effective against shipping than using level bombers. Even though they were only firing machine guns, they were much, much more accurate.

Massive Destruction From The Air

A B-25 bomber in action during World War II.

Blitzkrieg!

General Heinz Guderian at the Meuse crossing in 1940.

While not in charge of all tanks during the early stages of the war, Guderian built a solid reputation of success and was the key innovator who blew the hole in the French lines at Sedan in May 1940 that led to victory in that campaign.

Guderian took his XIX Corps across the gap between Germany and East Prussia in a lightning dash in September 1939. Then, he took his corps south to Warsaw. This brilliant generalship broke Polish resistance at its most critical points, depriving the Poles of their access to the Baltic.

This fast Soviet scout tank was demonstrated in Moscow before the war. Speedy tanks turned out to be one of those pre-war concepts that didn't really play out well during the war.

Guderian's troops finished the Polish campaign by taking the Polish city of Brest-Litovsk shortly before Red Army troops, driving in from the east, arrived. This led to one of the most unusual events of World War II, a joint military parade between Soviet and Wehrmacht troops on 22 September 1939. Guderian stood on a podium with Soviet Kombrig Semyon Krivoshein, both grinning widely.


After taking Poland and splitting it with the Soviet Union, the Wehrmacht turned its attention west. This required a concentrated effort and some superior tactics. The Germans showed that they could do both against some tough opponents.

The main opponent during the German offensive in the west was France. Although having only half the population of Germany, France had a storied military reputation and had spent lavishly on fortifications during the 1930s. Unfortunately for France, budget constraints and disapproval by its ally Belgium prevented it from completing those fortifications past the norther French city of Sedan.

The French weren't too worried about this, though, as that area of the front was considered impassible by heavy weapons due to narrow, winding roads and heavy forests. The Germans wisely decided to take a chance and sent Guderian's troops through the Ardennes straight toward Sedan. This plan was thought up by General Erich von Manstein and Adolf Hitler, with many others contributing suggestions, signing off on the plan, and taking the necessary actions for the plan to succeed.

The main obstacle for the Germans turned out to be the Meuse River. However, the Germans silenced French artillery on the west bank and built bridges across. General Erwin Rommel, a World War I hero, found a way across for his men without even building a bridge by finding a shallow spot and a weir. Once on the other side, the Germans were unstoppable.

Some Surprising Surrender Scenes

Field Marshal Keitel surrenders.

German officers surrender in Brest, France, 1944.

Field Marshal Ferdinand Schörner even went so far as to fly out of his pocket in the East so that he could find some Americans to accept his surrender. His men, of course, weren't so lucky.

When looking at these clips, it may strike you that these don't always look like soldiers and think we've mixed in some footage of ordinary refugees. You're 100% correct that they don't look like soldiers, but they were. There were boys, old men, women, old women. Such people were all pressed into service in the final days of the Third Reich because so many young men imbued with the Third Reich ideology had died because of it.

Of course, there were plenty of younger men, too. But not nearly as many as there had been five years earlier.

A lot of the soldiers surrendering were wounded. They didn't always receive medical care. That was another reason to choose the people who were going to accept your surrender carefully.

Nearly 3 million Wehrmacht troops surrendered to the Western Allies from D-Day, 6 June 1944, until V-E Day, 8 May 1945. Quite a few, probably around the same number, surrendered to the Red Army, but figures from there are harder to come by. About 800,000 soldiers surrendered to the Soviets just in 1945.

Isolated battles continued throughout May 1945 long after the Reich officially surrendered. German soldiers particularly resisted strongly when faced with surrender to the Red Army.

There was a Japanese delegation in Berlin. Every man committed suicide rather than surrender, which was customary for Japanese troops in World War II.

Some isolated outposts were unable to surrender because there was nobody to surrender to. A small German meteorological party on Bear Island in the Arctic finally surrendered to some Finnish seal hunters on 4 September 1945. This was after even the Japanese had surrendered.


German U-boats usually surrendered as quickly as they could find some way to surrender. A couple of U-boats, however, continued on after news of the end of the war and did not surrender until July and August 1945. U-977 held out until finally giving in at Mar Del Plata, Argentina, on 17 August 1945. There were rumors that one U-boat even torpedoed a Brazilian ship after the surrender, but that's considered just a legend.


Fighting continued on the Dutch island of Texel until 20 May 1945 between Georgian conscripts and German soldiers. Hundreds of men on both sides perished after the conscripts revolted. When they returned to the Soviet Union, the Georgian rebels were treated as criminals and traitors by the Stalin regime for having worked for the Germans.

One Japanese soldier, Hiroo Onoda, survived in the hills of the Philippines. He refused to surrender even when told repeatedly that the war was over. Finally, he surrendered in 1974 after his former commanding officer gave him a specific order to do so.

Now, of course, it's all just a distant memory. But it's always good to know what happens when you lose a hard war.

German soldiers surrender at Marburg.