The celebrations surrounding the historic end of World War II had barely concluded when the Cold War began to unfold between the Western Allies and their former Soviet partner. The conclusion of the war also signified the onset of the atomic age, which brought about a newfound urgency and desire among the victorious nations to secure supplies of uranium and other invaluable natural resources. With its vast mineral deposits located amid largely unexplored and remote territory, Antarctica emerged as a promising possible source for those vital resources that the powers sought. As a direct result of this strategic interest, the United States quickly moved to establish a robust presence in Antarctica, intending to explore the frigid and harsh continent utilizing both naval and air assets for this ambitious undertaking.
On August 26, 1946, the distinguished chief of U.S. naval operations, Admiral Chester Nimitz, officially announced that a massive and highly ambitious combined military expedition, which would be famously dubbed Operation Highjump, was set to be launched into the frozen expanses of Antarctica in December, coinciding with the summer season in the Southern Hemisphere. This extensive operation involved a formidable fleet consisting of 13 ships, more than 4,700 dedicated personnel, and a diverse array of aircraft, including several newly purchased helicopters that marked a significant advancement in aerial capability. The naval contingent, which was designated as Task Force 68, was put under the command of the experienced Rear Admiral Richard H. Cruzen, while the various scientific and research elements were expertly led by Rear Admiral Richard E. Byrd, who had six Douglas R4D-5L aircraft, commonly referred to as Navy C-47As, at his disposal for the exploratory mission ahead.
After Admiral Byrd and his dedicated team successfully established the strategically located Little America IV base, which was near where three previous bases had once been situated, aircraft would photograph as much of Antarctica’s vast and fascinating land surface as possible during the extensive three-month operation. A total of six Martin PBM-5 Mariner flying boats were set to operate from the seaplane tenders Pine Island and Currituck, meticulously photographing both the east and west coasts, while the R4Ds undertook the crucial task of surveying the expansive and largely unexplored interior.
On November 12, in a significant press conference, Admiral Byrd emphatically stated that Operation Highjump “was primarily a military mission designed to rigorously train naval personnel, thoroughly test various ships, planes, and the new helicopters under the challenging and often harsh frigid zone conditions found in Antarctica. Additionally, the operation aimed to develop and refine techniques for establishing and maintaining crucial air bases in the challenging Antarctic environment. A secondary objective was to significantly increase our knowledge of hydrographic, geographic, meteorological, geological, and electromagnetic conditions present in the area. The PBMs and R4Ds would play a major and essential role in achieving these important objectives.” Furthermore, a second, unstated objective was to convincingly demonstrate the Navy’s capabilities to President Harry Truman, who was seeking reductions in America’s postwar military budget in an effort to balance national priorities.
The Soviets eyed the Operation Highjump announcement with a great deal of wariness and suspicion. One of their prominent naval journals stated ominously, “U.S. measures in Antarctica testify that American military circles are actively seeking to subject the polar regions to their control and establish strategic military bases.”
The ambitious operation involved extensive and meticulous planning, along with an array of specialized equipment. This included essential items like gloves, heavy coats, and sufficient provisions for the team, as well as tiny snow boots designed specifically to protect the delicate paws of the sled dogs. Additionally, unique elements such as a Christmas tree and a Santa Claus suit were included in the gear since the ships would be out at sea on December 25, creating a festive atmosphere despite the remote location. To ensure safety and clarity during the mission, thousands of pieces of bamboo were carefully carved, each receiving bright orange flags that were attached, serving as crucial route and landing zone markers for the crew.
Task Force 68 consisted of three distinct naval groups, each uniquely assigned with a specific mission tailored to the overall objectives of the task force. Captain George J. Dufek skillfully commanded the Eastern Group, which notably featured the impressive Pine Island carrying three versatile PBM Mariners. Meanwhile, the Western Group, ably led by Captain Charles A. Bond, included the capable Currituck along with the remaining three Mariners. Completing the operational framework of the task force, Admiral Cruzen’s Central Group and the formidable aircraft carrier Philippine Sea played a crucial role, with Byrd serving as the officer in charge to ensure effective coordination and success.
The PBM flight crews were all inexperienced volunteers, each having had just a mere month to train effectively for the daunting mission at hand. One crew member vividly characterized the challenging flying conditions as “no reliable weather stations, an inhuman and unforgiving landscape, traditional navigation aids rendered utterly useless, and maps that were frustratingly limited, all while knowing that the flying would not be safe at all. You were trapped inside an aircraft for five long hours, navigating through zones where the unpredictable weather could change dramatically from minute to minute, creating an ever-present sense of unease.”
The operation also involved several Sikorsky HO3S-1 helicopters, which were capable of efficiently carrying a pilot, three passengers, and a reasonable amount of cargo, all while boasting an impressive range of 360 miles. In addition to this, the smaller Sikorsky HNS-1 was designed to accommodate a pilot and one passenger and had a more limited yet respectable range of 130 miles. One key aspect of the extensive preparations was the meticulous construction of specialized platforms on the ships specifically designed for the helicopters, in addition to the countless hours that were dedicated to practicing takeoffs and landings to ensure flawless execution during the operation.
Flying out ahead of the icebreakers to diligently search for clear passages through the thick and formidable ice, the helicopters served as the vigilant eyes of the entire fleet. One helicopter was carefully allotted to each of the icebreakers, ensuring comprehensive coverage, and one was dedicated to the carrier Philippine Sea. Besides conducting critical reconnaissance missions, each helicopter was large enough and well-equipped to undertake essential rescue operations whenever necessary. Unfortunately, two helicopters would be tragically lost during the perilous Operation Highjump, marking a significant moment in the operation's history.
The Central Group served as the primary command center for the entire operation. Its specialized ships, equipped for such demanding tasks, successfully broke through the formidable ice barrier with the invaluable assistance of the Coast Guard cutter Northwind and the newly commissioned Navy cutter Burton Island, which became part of the operation at a later stage. Northwind played a critical role in ensuring the success of the mission, as the dangerously thick ice posed a significant risk, potentially cracking open a thin-skinned vessel like a can opener. Furthermore, Norwegian trawlers operating in the vicinity reported that the ice was the heaviest they had encountered in over four decades, underscoring the challenges faced by the operation.
Upon reaching the expansive Ross Ice Shelf, the Central Group ships would carefully disgorge the small aircraft, specialized ice vehicles, much-needed supplies, sturdy tents, and, of course, the ever-reliable sled dogs. Once everything was unloaded and organized, the men would then move inland with determination to establish Little America IV, the vital headquarters for Byrd and his dedicated team of six R4D aircraft..
Getting the big Douglas birds to Antarctica presented a formidable challenge as, lacking the range to fly from a land base, they had to be launched from Philippine Sea. Each was outfitted with aluminum skis attached to the landing gear struts, with the tires providing a two-inch clearance between the skis and the carrier deck. In order to get airborne, each R4D was outfitted with four JATO (jet-assisted takeoff) bottles. It was a one-way trip to Little America IV since they could not land on the carrier and would be left behind when the operation was completed. The tail, wings and midsection of each aircraft were painted with bright orange stripes for enhanced visibility in case they went down on the ice
The Eastern, Western, and Central group ships all departed at different intervals and from various ports located on both coasts of the United States. The Northwind, for instance, left Norfolk, Virginia, on December 2, embarking on a journey to Antarctica via the Panama Canal, a significant route for such an expedition. Meanwhile, the vessels stationed in the Pacific region departed from San Diego, California, on the very same day. However, the Central Group and the Philippine Sea vessels did not set sail from Norfolk until a few weeks later, specifically on January 2, 1947. Notably, the carrier was the last to arrive at its destination, primarily due to the extensive construction of the base and airfield that was still ongoing at that time.
Grumman J2F-6 Duck amphibians with the group performed reconnaissance, supply and, if needed, rescue and medical missions. Once the expedition ships reached heavy ice, the HNS-1 helicopter was employed to fly at 600 feet and act as a scout to radio where clear openings were. Safe passage involved ships operating at low speed, wending their way through the ice.
The low temperatures made the air denser and increased the helicopters’ efficiency. Even so, 60 minutes of prep time was required to heat the fuel, oil, engine and remove any ice from the rotor blades prior to a mission. Operating from Pine Island, an HO3S-1 carrying Captain Dufek flew to Scott Island on a reconnaissance mission. During its return flight the rotor blades became so coated with ice that the helicopter crashed several feet short of the ship’s landing pad. The HO3S-1 was lost but Dufek and the pilot were saved before freezing to death in the frigid water.
The first Central Group ships made their arrival at the vast and icy expanse of the Ross Ice Shelf on January 17. Over the next two days, teams of researchers and support staff dedicated their efforts to meticulously searching for an ideal site for the establishment of Little America IV. After identifying the location, the tractors, jeeps, M29 Weasels, bulldozers, and various other essential snow-track vehicles were carefully unloaded, ready for action in the harsh conditions. The base itself was constructed with large, durable tents, comprehensive weather equipment, Quonset huts, and featured three packed-snow runways along with one short runway composed of robust steel matting. Lieutenant Jim Cornish had the distinct honor of flying the very first helicopter in and out of the newly established Little America IV. By the time Operation Highjump came to its successful conclusion on March 1, a total of a dozen helo flights had been expertly made to and from the base.
On January 22, in the vast expanse of the Philippine Sea, an HO3S-1 helicopter tragically lost its battle against the elements when it became ensnared in powerful winds during its attempt to take off, ultimately crashing into the unforgiving waters below. Fortunately, the pilot managed to survive and was rescued from the chaos of the incident; however, this accident served as a stark reminder of the challenging and often perilous lessons that pilots and crew members had to endure and learn in the formative years of helicopter aviation.
The carrier was positioned within 600 miles of Little America IV on January 29, which was considered close enough for the six R4Ds to begin preparations for takeoff. The flight deck, although relatively short at only 300 feet long, proved to be efficient, and with the assistance of the Jet-Assisted Take Off (JATO) mechanism, the first aircraft, which had Byrd on board, became airborne within an impressive 100 feet. Following closely behind, a second aircraft also took off successfully, and both planes made it to Little America IV without incident. However, as the weather began to close in rapidly the next day, the remaining four R4Ds proceeded to take off as well and ultimately reached the base with only an hour to spare before conditions significantly deteriorated. Upon landing, it was deemed advisable to remove the aircraft tires and to rely solely on the skis for further operations, ensuring optimum performance in the harsh environment.
During the extensive Highjump mission, the six R4D aircraft accomplished an impressive total of 28 photographic flights, successfully capturing more than 21,000 detailed images. In addition to these aerial operations, the helicopters and PBMs also conducted various photo missions along the vast coastlines. When the operation reached its conclusion, it was revealed that more than 70,000 photos had been taken, enabling the thorough survey of over 1.5 million square miles of rugged territory. “Our hope is that now we have compiled all of the necessary material to create a highly detailed map of all of Antarctica,” remarked Byrd, expressing his optimism about the mission's outcome.
Flying in subzero conditions meant that the oil in each aircraft had to be carefully heated to maintain its viscosity, special fuel blended for cold weather was utilized, and the engines needed to be warmed up for an extended period of time prior to takeoff. Additionally, ensuring that all the ice was thoroughly removed from the propellers, wings, and tail surfaces was also critically important for safe and efficient flight operations.
Besides the essential photo equipment, each aircraft was outfitted with a diverse array of sophisticated instruments designed to meticulously search for valuable mineral deposits and other significant geological features prevalent in the area. On one of Admiral Byrd’s key flights, the magnetic instrument pods aboard the aircraft successfully detected a massive and promising coal deposit. In a remarkable turn of events, when a previously uncharted lake was discovered nestled within a large ice-free patch of land, a PBM-5 Mariner was skillfully maneuvered to land and scoop up precious water samples for further analysis.
There were many difficulties that airmen faced during Operation Highjump. The aircraft’s launch had been frustratingly delayed for several days due to persistent fog, sudden snow squalls, and heavy, turbulent seas. Finally, on December 26, a break in the weather provided a rare opportunity that allowed for crucial aerial mapping of the east coast. As the plane known as George 1 was carefully lowered over the side of Pine Island, almost immediately, one of the launch boats accidentally crashed into a wing, resulting in significant damage to a pontoon. Consequently, the Mariner had to be lifted back onto the ship to undergo necessary repairs before it could continue its vital operations.
When the weather finally cleared again on December 29, the aircraft known as George 1 was once more carefully lowered over the side of the vessel and took off into the chilly, clear skies with a dedicated crew of nine, including Pine Island’s seasoned skipper, Captain Henry H. Caldwell, who was also accompanying the mission as an observer. Shortly afterward, the other two Mariners were launched into the frosty air. Each PBM was equipped with vital survival gear consisting of an impressive 100 days’ worth of rations, skis for traversing snow, sturdy sleds for transporting equipment, essential medicine, warm clothing, and cozy sleeping bags to ensure the crew's comfort in the harsh conditions they might encounter.
After they had been flying for a grueling three hours, the weather unexpectedly took a sudden turn for the worse. In response to the deteriorating conditions, George 1 climbed to an altitude of 1,000 feet in an attempt to get above the swirling snow and treacherous ice. Instead of finding clearer skies, the aircraft became hopelessly ensnared in what is known as an “ice blink.” This phenomenon created streams of snow that brilliantly reflected the sunlight, making it exceedingly difficult to see—much like the blinding reflections encountered while driving a car at night through a heavy snowstorm.
Unable to see the ground clearly due to the heavy fog and poor visibility conditions, pilot Ralph LeBlanc struck an unidentified object mid-flight and desperately tried to pull up to avoid disaster. However, the impact caused the fuel tank to rip open catastrophically, resulting in the aircraft crashing down in a blazing fireball. Tragically, two crewmen were killed instantly when they were violently thrown through the rapidly spinning propeller blades, sealing a devastating fate for those on board.
For an extended period of 13 grueling days, challenging weather conditions relentlessly obstructed any attempts to conduct a thorough search for the downed PBM aircraft. Finally, against all odds, a dedicated search plane succeeded in spotting the burned wreckage and the silhouettes of men on the ground beneath it. Their desperate signal, which was prominently painted on the severely damaged wing of the Mariner aircraft, indicated that tragically, three of the crewmen were dead. Given the extreme difficulty and inherent dangers involved, it was impossible to land in that perilous area, so messages were carefully dropped from the aircraft, directing the brave survivors to make their way toward the open water, approximately 10 miles to the north. To ensure they found their way, another aircraft was dispatched, marking the perilous route with bright orange flags, and subsequently, it proceeded to parachute vital supplies such as food, medicine, and other essential provisions to support the survivors in their desperate situation.
The men successfully completed the arduous trek, a remarkable accomplishment in itself. They were then transported back to Pine Island by the rescue aircraft. Tragically, George 1's radioman Wendell Henderson, flight engineer Frederick Williams, and navigator Maxwell Lopez had perished. Pilot LeBlanc would endure the loss of both his severely burned and frostbitten legs.
In another dramatic incident, during a daring four-plane flight to map as far south as the South Pole, an R4D aircraft carrying the legendary Admiral Byrd almost met with a similarly precarious fate. After successfully dropping a United Nations flag over the stark and frozen expanse of the South Pole, Byrd’s dedicated crew continued their crucial photo mission with determination. Suddenly, without warning, one of the aircraft's engines seized, and they began to lose altitude rapidly and alarmingly. Faced with the daunting prospect of an emergency landing in a hostile environment and the challenges of a difficult rescue, Byrd, in his characteristic decisiveness, ordered any item that was not bolted down to be thrown out of the aircraft, preserving only the essential photographic material. Miraculously, the R4D slowly began to gain altitude, and after a harrowing return flight, it finally arrived back at Little America IV, making a safe landing that brought immense relief to the crew and Byrd himself.
As winter steadily approached, the unpredictable weather began to deteriorate significantly—resulting in only five short days that were deemed favorable for flying in the challenging month of February. Recognizing the impending harsh conditions, the team soon initiated the gradual process of shutting down the operation, deciding to leave before the full force of winter could settle in and pose further challenges to their work and safety.
The fuel, oil, and other vital fluids in the R4Ds were meticulously drained to ensure their preservation. In addition, the tail sections of each aircraft were carefully dismantled and stored with the hope that a future expedition would someday have the opportunity to reassemble the transports and utilize them once again. Sadly, this optimism was not to be realized. By the year 1958, the ice shelf on which Little America IV was strategically situated had broken away and drifted into the vastness of open water. Consequently, the six aircraft vanished without a trace, lost to time and the elements.
Among other significant losses, a PBM Mariner aircraft had been violently blown overboard off the coast of Currituck during a massive and treacherous ocean storm prior to reaching its intended objective, and it tragically disappeared amidst the towering and tumultuous high waves. In addition to this loss, a second Mariner also endured considerable damage to its nose, further underscoring the challenges faced during this perilous mission
The stars of Operation Highjump undoubtedly appeared to be the helicopters employed strategically by the fleet. In his comprehensive report, Northwind’s commander, Captain Charles W. Thomas, emphasized with conviction, “Helicopter best piece of equipment ever carried on ice vessels.” He further noted with great significance that “In a well organized ice convoy, the commander needs to know what his ships will encounter within the next day….Hence helicopter reconnaissance within a radius of twenty-five miles was truly essential….Battering a track through an extensive expanse of 650 miles of formidable ice in a demanding eighteen days would not have been remotely possible without helicopter reconnaissance. Had the Task Group attempted to penetrate the impenetrable pack without ‘eyes’ in the sky, it would have arrived far too late in the season to establish a crucial base; then conduct an aerophotographic exploration of a hidden continent. In other words, the Central Group would have been obliged to turn about and escape out of the pack before being able to effectively erect Little America No. 4.”
Operation Highjump was meticulously chronicled in a compelling film that was shot by talented military photographers and narrated by a trio of well-known Hollywood actors: Robert Taylor, Robert Montgomery, and Van Heflin. All three of these distinguished actors had proudly served in the Navy during the tumultuous years of World War II. Released in movie theaters across the nation under the title The Secret Land, this remarkable film went on to achieve significant acclaim and ultimately won the prestigious Academy Award for Best Documentary Feature in 1948.
Other operations would follow in the subsequent years, including the U.S. Navy’s significant Operation Windmill conducted between 1947 and 1948, Eventually, treaties were signed by all the nations that were involved to ensure that the pristine continent of Antarctica remained a nonmilitary zone, promoting peace and scientific research in the region.