Veteran Transcript
John T. Jameson
[4/30/25]
“Today is September 29, 2007. I am Jennifer Scott and my father Dr. John Scott and I are interviewing Mr. John T. Jameson at 8826 Norawoods Drive. Mr. Jameson is an acquaintance. Mr. Jameson is 82 years old and was born on April 30, 1925. Mr. Jameson served in World War II. Mr. Jameson was in the 94th Bomb Group in the Eighth Air Force in Bury St. Edmonds, England, and held the rank of lieutenant upon entry and captain at discharge.”
Side A
[00:00:50]
Jennifer Ann Scott (JAS): Can you please tell me your name and age?
John T. Jameson (JTJ): My name is John T. Jameson and my age is 82 years.
JAS: Where did you grow up?
JTJ: I grew up here in Indianapolis, Indiana.
JAS: Did you graduate high school or were you in college when the war started?
JTJ: I was in the beginning of my senior year in Shortridge High School.
JAS: At the time of the war, was anybody else in your family in the service?
JTJ: Not in my immediate family uncles and cousins were in the service.
JAS: What did your father do?
JTJ: He worked in Equitable Securities Company downtown and that was a spare mortgage company.
JAS: Were you drafted or did you enlist in the war?
JTJ: I had a fear of being drafted, so I enlisted in the beginning of my senior year in Shortridge and I decided that I was going to try out for the Air Corps, as it was known then. Also, I made overtures to the Naval Airforce and was accepted to both of them and decided I would join the Army Air Corps.
JAS: Did many of your classmates also enlist electively?
JTJ: I think some did.
JWS: But most did not?
JTJ: I think most did not.
JAS: Where did you live and work during the war?
JTJ: I lived with my family here in Indianapolis on 401 Broadway. I was a student so that is what I did.
JAS: When you were stationed in Bury St. Edmonds – is that where you stayed the whole time you were in the war? Or were you stationed other places?
JTJ: I was stationed at other places because first of all, you had to take basic training which was in Jefferson Barracks in St. Louis and then I went to Kent State University for three months for the Army and then to San Antonio, Texas, for training and to be placed either as a pilot or a bombardier or a navigator. I elected to try for navigator and I went to navigation school for about four months and graduated and received my commission and my wings and then went to El Paso, Texas. There I joined with other nine members of my crew. We actually flew B-17s in training. We did training missions flying around Texas during the daytime, nighttime, practiced bombing and this kind of thing and then finally to Lincoln, Nebraska, where we received our spanking brand new B-17 and we shipped out and flew to Bangor, Maine, and I navigated across the Atlantic Ocean and finally landed in Baley, Wales, and then at the point my crew was assigned to the 94th Bomb Group at Bury St. Edmonds.
Dr. John William Scott (JWS): Did you have to stop in Iceland along the way to England?
JTJ: We didn’t stop. Some of them did.
JWS: What did you study at Kent State before the government placed you? You said you were at Kent State University – what did you study for three months there?
JTJ: Well, it was (laughing). If you hadn’t had any college training, the Army was going to provide this because being an officer, you had to be a gentleman and they thought that three months in Kent State University would be the equivalent of making me a gentleman.
JWS: You were a fast learner. That is interesting, the reason behind that though.
Elizabeth Jameson (EJ): In those days, you didn’t just go to college automatically. Elite people went to college and officers were elite so off to college they went. Then he could say, “Sure, I have been to college.”
JAS: What was your main wartime activity?
JTJ: As a navigator.
JAS: Why did you choose that activity?
JTJ: I think because I liked the math and navigation has a lot to do with mathematics. We learned all kinds of things about finding out where your plane is and how to direct it, including celestial navigation. So, you had to know and identify various stars and you had to do radio work to help out. Also, just visual observation, where you are flying and looking at the map.
JWS: Navigation came from several different sources.
JTJ: Actually, three different sources.
JAS: What kind of activities did you perform?
JTJ: I directed the pilot how to go from A to B.
JWS: And B back to A.
Elizabeth Jameson (EJ): He told them how to fly from England to Germany, what route to take, what was the best route depending on the weather and how fast they could get there. So, they also had to be aware of who was on the ground shooting at them and who was going to be up in the sky shooting at them. A lot of this information was supplied in the briefing room before they started off.
Tracie Scott (TS): Where does a navigator sit in relation to the pilot?
JTJ: Near the bombardier, in the glass nose.
JWS: Oh, I have seen that, oh, my. Now you may have had a primary target, but would you have secondary targets?
JTJ: There was always a secondary target. I think my ten missions were all primary targets.
JWS: Would you have other locations to go, if you couldn’t make it back to England?
JTJ: Yes, uh-huh.
JWS: So, you had to coordinate all of that.
JTJ: If Berlin was socked in, we might have gone back through Frankfurt and then come back to England, Frankfurt being a secondary target. It depends upon the weather, a great deal on whether we could get to the primary target. Bombing was predominantly visual. There were no electronic aides. You didn’t have radar, so you couldn’t see down through clouds underneath you.
JWS: Now, you flew ten missions. Is that because of essentially the end of the war?
JTJ: I completed my tenth on April 19, 1945, and there were no more bombings by the 8th Air Force after April 30, 1945.
JAS: How often were your missions?
JTJ: It varied. I remember when we first started out as a crew. I was rather appalled because we flew through our first four missions in successive days. They were rather tiring. About ten hours in the air and about eight and a half hours on oxygen and all of the noise and commotion and you were literally beat at the end when you land.
JWS: If you had gotten over to Europe earlier, was a full tour of duty twenty-five missions?
JTJ: Twenty-five missions, right.
JWS: And correct me if I am wrong, but so many men were shot down, wasn’t the average span of a B-17 about fourteen missions?
JTJ: It wasn’t too bad when I was there, because accompanying aircraft, like the P-51, could go all the way to the target and back. If you watched the war last week, they had to do a lot of air bombing during the war. They talked about two raids: Regensburg and Schweinfurt and on the Schweinfurt-Regensburg-I think they both may be ball bearing. Schweinfurt was the terrible one that I think they sent off something like (these numbers are close) 525 bombers out of England to bomb Schweinfurt and about 480 actually dropped their bombs. The others were either shot down or had some malfunction and returned to England. When they finally all landed, the loss of that 520 some odd planes was 28%. They said you probably won’t live beyond ten missions, but that was back in 1943 and early 44.
JWS: Were you able to fly during the daylight or were you still doing night missions?
JTJ: The 8th Air Force, which is all the bombing that the United States did from England, was called the 8th Air Force. It was all daylight. The English did nighttime; they didn't do daytime at all.
JWS: Did they have fighter escort?
JTJ: Yes, they did.
JWS: The P-51 made a big difference.
JTJ: Yes, at Schweinfurt – the reason it was so terrible, was that the accompanying planes were P-47 Thunderbolts and Spitfires and they could only go to Germany, accompany us to Aachen, which is in the Western part of Germany, and then they had to turn around and go back. So, you were alone and exposed. I think that the D-Day invasion of Normandy, after the Regensburg and the Shcweinfurt raids were so disastrous, that they set back the Normandy invasion by about six months, because the high command decided they had to have superior air coverage all over Normandy and the invasion. They had to have air control. So, they didn’t have that at Schweinfurt and Regensburg.
EJ: It took a while to recover. John and his crew have met regularly since I can remember. They are all still living, except for one who has Alzheimer’s and he was the co-pilot. The bombardier and the original pilot are still living.
JWS: Wow, that’s fascinating.
EJ: These are smart boys. They are in great shape. They had to be or they wouldn’t be up there.
JTJ: Be that as it may, coming back from one of the raids, Dick, the pilot said, “Look at how little that is.” Actually, it wasn’t an actual mission. It was a practice flight over England. We did those frequently.
JWS: Between missions?
JTJ: Interspersed within real missions into Germany. Dick, my pilot, said, “Johnny, why don’t you look out your right hand window?” I looked out and there were three Spitfires stacked up our wing waving at us and talking back and forth on the radio.
JWS: You were close enough to see their faces?
JTJ: They were incredibly close. When we first got to England and started to fly real missions, the formation was incredibly close, because you had to get a very tight box when you dropped your bombs, so that they would all clump together. They couldn’t be scattered around, because what happened was the 94th Bomb Group is an airfield at Bury St. Edmonds. There were thirty-six B-17s and that is what we flew. I think they probably had some extras, but this is what we flew as the 94th Bomb Group: thirty-six planes. They were stacked up a nine row, nine in the lead and two nines being wing. They were all very close. I could look out and see this wing that I could almost reach out and touch. If you go up, they go up with the flow of the air currents.
JWS: Did the lead plane nine things for the others?
EJ: He watches movies where they show planes flying and he will set here and say, “Close in, close in. You’re too far apart, get closer, get closer.” I never knew what he was talking about. They didn’t like it if they spread out. They wanted to be close.
JTJ: My tenth mission was as a lead navigator. So you are directing-I was a lead squadron navigator, so I was directing nine planes. The other groups of nine planes each, each had a navigator that was leading them. Actually, our bombardier was a lead bombardier. He had the Norden bombsite. He would drop his bombs when the target came up and the other eight planes were simply toggled. I think every plane had a bombsite, but the bombardiers would just watch our ship, and when they saw the bombs start, they would go like this and drop their bombs and so on. That was the situation there.
TAS: I can’t imagine – you have everybody else’s lives in your hands.
EJ: Oh, yeah. You know, John (Jameson) said it was a job. That was their job.
JTJ: People sometimes ask, “Were you fighting for mother or the United States and all of this?” That was not true. You were fighting with your crew and this is the body that you are going to help and defend and assist. [This is one dependent on one another over there that they stay close and they fight for each other.]
JWS: Did they share in that common belief that this is the right thing to do?
JTJ: Oh yes. It was a job, so you liked to do the very best you possibly could. Everybody was counting on me not to get lost, because they were on the same plane. Our job was to drop bombs on targets in Germany, so everybody was depending upon our bombardier and our pilot. Everybody was -
EJ: He meant did you and your fellow soldiers agree that the war was worthwhile? Did you talk about that ever? Probably not.
JTJ: Everybody was at war, all of my friends. It was very, very patriotic. There was no escaping to Canada to avoid being drafted for the Korean War or the Vietnam.
JWS: It was a duty and expectation that this needed to happen.
EJ: It was their job as Americans to go over there and fight.
JAS: What special rules or conventions did you have to follow?
JTJ: I think that probably had to do with my own training and following the aspects of being a navigator and doing it in a certain way that was accepted and in the right way. If you did it a different way, that’s the wrong way, you might get lost, so there were certain rules.
JWS: Would there be for you, rule of engagement, where if you missed your target and couldn’t find your target, you wouldn’t just drop your load to get back? Do collateral damage?
JTJ: That never happened to us in our plane. We always dropped our bombs on the primary target. We never came back with unreleased bombs.
JWS: The bombing of Dresden – was that before you were over there?
JTJ: Yes, that was. However, I came very close – our lead mission was on the 19th of April, and it was just days before Hitler committed suicide. We went to a little town that was south of Dresden, [like Beach Grove is south of Indianapolis,] and we bombed a railroad bridge and we took it out, and it was later confirmed that it had been broken. It was interesting, while we were going there to bomb just a railroad bridge, it was because the high command in Germany, it was thought, were going to escape into Bavaria, from the northern part of Germany or Berlin, and that was a bridge that they were going to have to cross, so there you are-that was the importance of that one bridge. And we did. After bombs away, we did make a very big loop with probably about 400 planes in a line, in groups that did fly over Dresden. It was very hard. We always got shot up and we always had holes in our plane. Dresden was pretty bad.
JWS: Were there rules or understandings of how as a group of bombers that you minimize collateral damage, civilian injuries, or was that just part of your duty to take out a target and that was going to be that collateral damage?
JTJ: No, we never thought about collateral damage at all. No, there was no question about that. I feel sure, I personally was involved in killing people, not by viewing the Norden bombsite, but simply by being there, but this was what war is about. Our targets, by and large, were deciding over which cities you would fly and then dropping down another nine. The ten missions were, all except two, were railroad yards. This is part of the good of the 8th Air Force was strategic bombing, rather than tactical bombing, which had to be with B-25s and B-26s, two-engine planes. We were the heavies, so they said, and we were strategic. So, we were trying to stop the movement of railroad cars and disrupt all of that.
JWS: Is that transportation infrastructure?
JTJ: That is right, exactly. We did bomb once, I think it was Molheim, it was just east of the Rhine River, and our troops had not gone over the river yet. So, they said don’t bomb on the west side, because you’re going to hit our own people, but some troop concentrations. That was a terrible mission too, because I can remember a great big turn and all the anti-aircraft fire followed us right around the corner.
JAS: Okay, over what cities did you fly?
JTJ: Several in Germany.
JWS: You said you were always being shot at, when you were hit, were you being shot at over the targets?
JTJ: Essentially over the targets, that is where they had the aircraft guns. We bombed Frankfurt twice, Goshen just north of Franklin once, Molheim, Berlin twice what was the one in Czechoslovakia, Plauen [P-L-A-U-E-N]. That is where we first saw the German jet fighter pilot.
JWS: Were they functional and did they shoot at you?
JTJ: This is the pot-bellied airplane that Germany had perfected [Me-262]. It took off on skis and then it dropped the skis. The duration in the air was simply like thirteen minutes and it could shoot up to 30,000 feet and that it where we were. All bombing was at about 30,000, maybe 32,000 feet. It hit our group, but it was in the area, so we had to charge our 50-calliber machine gun. It had a handle that you pulled it back and let it go and then put the first shell in the chamber. I pulled it back, and it came off in my hand. There was a malfunction there. There was no way I was going to get that back on. So, I put it down on the floor.
JWS: So, did you have a 50-caliber as a navigator that you had?
JTJ: I had two of them. There were called “Cheaps.” The two guns were for the bombardier; they could go around and up and down; they were movable.
JWS: On either side of you?
JTJ: Yes. I don’t know if I could touch them or not. Our plane was never shot down, but we always had holes in our plane.
JWS: Were you ever injured?
JTJ: None of us were ever injured. We did have an interesting thing on one of our Berlin missions. We dropped the bombs, but then there was some confusion. When you get into this bomb run, that particular mission, a thousand B-17s went there that day and the air turbulence is terrible; you are just shaking all over. The bombing is very difficult because you just have to hang onto the Norden bombsite, but we had bombs away. We could hear Dick, our pilot talk to Bill, our co-pilot and the No. 1 engine was down and was not functioning and so Dick was asking Bill to feather the propeller so it doesn’t windmill. Bill was so excited that he was trying to grapple with it and the vibrations were causing it to jump around on the floor and Dick said, “Bill, just take another knob off and put it on there and pull it.” ‘Cause each engine has a knob to feather it and so if you aren’t going to feather anything else, you could use that knob. So we could not keep up with the bombers’ stream, as it was called, so we dropped down - we could maintain altitude, but we could not maintain speed of about 160 miles per hour. Pretty soon we were all alone and about halfway to Holland. A P-51 came and sat on our wing and said, “I will get you home safely.” Dick and this pilot were talking back and forth. When we got to the North Sea, it was about 150 miles across to England and our P-51 escort said that he was sure we would not have any trouble, but with only one engine, I am not going to fly over 150 miles of water and I will leave you here and go down to Dover where it is only twenty-six miles across. So he went across and landed about an hour late and we found out that the flak had severed the cylinder of our No. 1 engine and also severed the oil line or control line to feather it. That was a very exciting mission.
JWS: When I was on that B-17 and talking to that pilot, there is a fourth gear that affects that engine speed. Just picturing you have four engines trying to pull the plane forward and you had to adjust this one, you would pull it and you would constantly have to fight this back and forth – the engines pulling more and constantly have to feather those engine speeds to keep it going straight.
JTJ: Yes. You can do that by sound. If it is not synchronized, everything going around the same speed, the propellers make an uneven noise. When you hear a constant noise, then you are synchronized, and then it works. No question that we were going to get rid of Hitler – he was an evil guy.
JWS: Were you kept up-to-date about activities in the Pacific Theater?
JTJ: We didn’t require that too much. Obviously, I did when it went on for quite awhile and then we had the atomic bomb and so on. Oh yeah, just by reading. I was involved and I had some friends that were there.
JAS: In what ways did the war change your activities or habits?
JTJ: Probably, in more discipline and in normal living. I do not like sloppiness.
JWS: Were you associated with the service when you got back? Did you stay with the Army Air Corps?
JTJ: No, I did not.
JAS: Did you make a complete break and begin a new career?
JTJ: I was discharged. After the war was essentially over, I did not have enough points to come home. If you were married, you had a certain number of points. If you had certain number of years in the service, or so on-or missions, I think you needed something like 55 points to come home, and I didn’t have it, so they shipped me and those other people and distributed them around Germany. I went to Frankfurt for about nine months and at Frankfurt, I was still a navigator and I was partially in charge of the European Air Transport Service, which was called, E.A.T.S. This was an army-run airline of C-47s. These were regular scheduled flights, connecting the (Berlin), Frankfurt, Paris, London and Marseilles. This is at a certain moment why a plane would come in from Berlin with some high officers and they were on their way to Marseilles military transports and they were the only airline there was. They had to set up an airline right away. It was a very scheduled one. I had two navigators. There were three of us and it was a very easy duty, because I worked one day in three, so you could move around and see a little bit of Germany and so on. This was my job, to brief the pilots as they came in from these various cities, as to navigation aids that would be beneficial to them.
JWS: That had nothing to do with the later Berlin airlift or anything like that?
JTJ: No, nothing like that. It was just before that. I can remember, I had a friend who was flying one of those, C-47s, and he said, “John, would you like to come with me?” I said “Sure.” And so we took off with some other officers and we had breakfast there in Frankfurt, and we went to London and we had lunch in London and then returning, we landed in Paris and had dinner in Paris and flew home and were in bed in Frankfurt, all in one day.
JWS: Wow that is really neat.
EJ: One of the dangers after the war was Russia. They had to use the German Luftwaffe and they had to get this running to move brass and top people and when everybody else was disbanded, they had to still keep going.
JWS: Their fear of the Russians and Russian occupation…did it make it better for our guys to deal with the Germans?
EJ: Yes, it was very business-like. There was no problem there. They realized that they had to be under somebody, so they cooperated.
JTJ: You asked about changes in my life. When I got home finally, after being released from Frankfurt, it was in the summer of ’46 and I was discharged and landed near New York and went to Princeton, New Jersey, for an interview. That was where my father had graduated and several uncles and so on.
JWS: Princeton University?
JTJ: Yes, so then I came home and joined my family and was accepted in the fall of ’46, at Princeton as a freshman. I was twenty-one at the time.
JWS: Did you get credit for being a gentleman? At least three months?
JTJ: Yeah. At least three months. A funny thing happened then. My father was incensed that I had not had a diploma from Shortridge High School, because I had quit in the beginning of my senior year. So, my father put in a phone call and I think the headmaster was Van Hall. My father said, “Here my son has been to war, he has graduated with honors from Princeton University, and I want a diploma from your high school.” And I got one by return mail. I have it yet, so I did graduate from Shortridge.
JWS: What did you get your degree in at Princeton?
JTJ: I think it was literature – very helpful in the business world.
JWS: Did you teach?
JTJ: Never taught, but you have to make a decision when you pick a broad area like English literature, what you want to specialize in. It could be drama, lyric poetry, whatever. I picked dramatic narrative poetry. So, I read all of the narratives poems in the world, I think, and graduated. It was not very helpful with what I did in my business life, being a real estate appraiser.
JAS: How did you entertain yourself outside of work?
JTJ: Okay, outside of work. I don’t know, just hang out. We hung out around the neighborhood.
JWS: So you were exposed to the English civilians?
JTJ: Yeah.
JAS: What was the most memorable experience, most memorable character, or most humorous experience?
JTJ: I think that the mission to Berlin was probably very memorable. We lived in Bury St. Edmonds, in the so-called Quonset huts which were metal. The officers of two crews were in one hut. Some of my close friends were in the other crew. My crew was there, just the officers and the officers of this other crew. We had a wonderful time together and there was one pot-bellied-stove that heated this building. It wasn’t overly small, but it was not huge. By the time that they call you to wake you up to go on a mission at 4:00 in the morning, it was frightfully cold. I can remember, the other bombardier on the other crew, that he said one morning at 4:00, he said as he pulled the covers over his head, “All right men, give ‘em hell today.” He didn’t have to go. Then when I got back, all of my clothes, which were not that much, but were hanging on a rod, were all gone. Oh, you got back. My friend had taken my clothes.
Side B
[00:00:07]
JTJ: There was a flight going there on our European Air Transport Service that I flew up to see and spent the night in the barracks with him. He asked if I wanted to see some of the area and it was in shambles. Terrible wreckage everywhere. Buildings down and somewhere you had to pick your way around them.
JWS: From bombings?
JTJ: Yes, or the Russians coming in. At the time when they were assaulted in Berlin, they got there really before the Americans did. At any rate, we walked around at night and Dick said, “I think we’d better take our loaded automatics.” We had them holstered on our belts. We never saw anything bad, but this is what you did when you wanted to try to or wanted to deal on the black market, if you wanted to get a nice German camera and you had some cigarettes that you had saved to exchange for a camera. This is the way you did it. But we didn’t do that. We just walked around a bombed out city with a loaded automatic on your hip, but you did buy cameras and you did use the black market, they all did.
JAS: Can you tell me about shortages and rationings for food and gas?
JTJ: Everybody had that. I had no shortages when we were over in England. We were fed very well. Rationing was everywhere in the United States and you had a certain number of gasoline stamps, depending upon your work and priority.
JWS: So you experienced a lot of that over there right?
JTJ: Right, in the United States.
JAS: To what extent was there a recording of black market activity in your area?
JTJ: I don’t think my mother or father were hoarding anything in the black market, so far as I know. I can remember my mother frequently would come home with cans of pineapple and I do not like pineapples to this day. That seems to be all the fruit we had. It was ration free.
JWS: Isn’t that funny, which ones they picked to ration and which ones they didn’t.
JTJ: [Number 17?]
JAS: Uh-huh.
JTJ: In England, we had – I can’t remember what it was called – an Army/Air Force radio that everybody tuned in to and told us how the war was going. We had the newspaper, which was the Stars and Stripes Newspaper. It wrote about the war effort and so on. I do remember Axis Sally would interrupt some of the radio news to say something and I heard this for a fact, “Oh there you are the 94th Bomb Group, there in Bury St. Edmonds, we will be expecting you over Frankfurt about so and so time and we will have a reception for you.” They had spies that were leaking this information to the enemy and they were going to have aircraft waiting for you and whatever. We did have regular-.
JWS: That would unnerve you, though.
JTJ: I was very relieved when the war ended. That is why it was stressful to fly these missions. Right at the end in April, the bombing was still going pretty strong and we had planes to go down. I saw planes shoot down B-17s on the way to Berlin. I saw several. These were by and large all from anti-aircraft rather than fighters.
JWS: Did you see many fighters?
JTJ: Just that once over Planen.
JWS: You were far enough into the war, that Americans had that superiority?
JTJ: We had very much superiority. We could look up from 32,000 feet and see a whole flight of P-51s flying umbrella over us. I cannot remember where I was on V-J Day. V-E Day, I happened to be in London and everybody was waiting around for Churchill’s announcement in the late afternoon that the war was over.
JWS: So they knew it was coming?
JTJ: Yes. I wasn’t there because it was anticipated that this was V-E Day, but it was just something a leave that happened by accident and I was in London. It was pandemonium. I don’t think anyone ever went to sleep. There was shouting and drinking and whopping and hollering. It was something else.
JWS: You must have seen a lot of destruction in London then too?
JTJ: There were pockets of it. When we had leaves in London [that was where we always went], we could hear the buzz bombs strike London. We even had one strike close to our airfield at Bury St. Edmond. In fact, they said they had a warning system, which was a loudspeaker arrangement for all of these huts to let us know that we were being attacked and needed to go to the bomb shelter – there was a sort of a ditch there. I don’t think any of us went into it. We just didn’t bother.
JWS: How many Londoners after while, didn’t bother to go into those shelters?
JTJ: A lot. I was probably in school.
JWS: August of 1945.
JTJ: After the war, I was trying to learn how to study, after being away from studying for three years, so it was hard. I worked hard at Princeton.
JWS: I am sure it was tough for the soldiers to come back.
JTJ: It was.
JAS: Is there one time about your wartime experience that you want to share with future generations?
JTJ: I don’t know. I thought about wartime experiences. Try to stay out of any wartime experiences, keep your head down.
JWS: Have you read, “The Greatest Generation”?
JTJ: Oh yes.
JAS: Is there anything else you think I should know?
JTJ: I am going to say this. A lot of World War II veterans, either because they had a very hard service, or saw very bad things, they don’t want to talk about it. I respect that, but it has never bothered me at all. But I have some friends that don’t want to talk about it; they want to forget about it. I thought I had a glorious service and I would not have missed it for anything. I wish I had had more missions really. I felt like I got cheated a little bit and the war ended too soon. No!
