The book “J’étais le pilote de Hitler” tells a true story that was originally published in 1957. The 2020 French edition, presented and annotated by Claude Quétel, improves our understanding of Hans Baur,one of the founders of Lufthansain 1926, Hitler‘s personal pilot, but also a high-ranking Nazi SS officerand a close friend of the Führer.
The information offered by Hans Baur is of great interest. Early in Hans Baur’s career, the pilots doing what he did were called aviation pioneers. At the time, planes contained virtually no air navigation instruments that could assist a pilot flying in difficult weather conditions. The Alps are tricky to fly through in good weather, so it gets a lot more challenging in bad weather and in a poorly equipped plane. If we add the freezing conditions, engine failures, cabins that are not heated and that are not equipped with devices providing supplemental oxygen to pilots, then there are flightsthat would be considered something like an “exploit”. This aspect of the book is therefore very interesting.
I also liked all of Hans Baur’s anecdotes about Hitler’s demands on him. Being a pilot for the Führer was no small task. Hitler had very high expectations regarding the performance and the punctuality of his personal pilot, and the latter certainly demonstrated extraordinary abilities to satisfy his superior.
Where we have to be wary is that we are still dealing with an SS pilot, who was a member of the Nazi organization before Hitler took power. We have to question his personal values and what he voluntarily neglected in his book. The regular massacres carried out during BarbarossaOperation in Russia, or the elimination of six million Jews, are not discussed, as the SS pilot maintains he was never involved in politics. He carried passengers without asking questions, but he had chosen Nazism as a political movement. When you are invited to Hitler’s table on a daily basis and are therefore part of his inner circle, it is clear that the Nazi represented by Hans Baur is speaking about more than piloting.
The experience in Russian prisons is described as inhuman by Hans Baur, who has been there ten years. He talks about the transport of German prisoners in cattle cars, very bad food, etc. But I couldn’t help but wonder what planet he lived on to denounce his condition as a prisoner while ignoring the treatment the Germans imposed on the Russians and all the people who were deported and massacred. The Einsatzgruppen were not altar boys. Moreover, Claude Quétel also questioned this remark from Hans Baur, adding that “although very harsh, the living and working conditions in the Soviet camps have nothing to do – as we sometimes read – with those of the German concentration camps.”(p.381).
There are also some inaccuracies and sometimes falsehoods that Claude Quétel does not hesitate to point out. Sometimes these are trivial errors resulting from poor memory. However, other important facts are downright inaccurate. As in this passage where Baur says that Hitler decided to attack Russia four weeks before the start of the war, which is not true. The conquest of the East and of more living space is specifically enunciated in Mein Kampfand is spoken of in a book written while Hitler was in prison in 1923 following a failed coup.
Conclusion
The book « J’étais le pilote de Hitler » is a very interesting book, one more about Nazi Germany. The history of Germany is fascinating and complex, from the time of the Holy Roman Empire to the present day. But it seems that it will always be the twelve years of the Nazi period that will achieve more success in bookstores.
Have a good read!
Click on the link for other books on war in my blog.
(Precedent story: carrying a .357 Magnum to Iqaluit)
An American Trans Air Lockheed L-1011being refueled in Iqaluit, Canada, in 1989. I had the opportunity to leave the flight service station (the yellow tower) for few minutes to take this picture.
Before retelling some of the events that happened while I was working at the Transport Canada flight service station in Iqaluit, in the Nunavut (1989-1991), it is mandatory to present few important dates that will allow the reader to understand why the airport was initially an American military base.
1938. Hitler’s ambitions are such that Roosevelt deemed necessary to announce the following: “I give you assurance that the people of the United States will not stand idly by if domination of Canadian soil is threatened by any other empire ».
1939. Beginning of discussions between Canada and United States with regards to joint defense of the North American continent.
1940. Great-Britain was at risk of losing the war against a Germany that was progressing rapidly in its conquest of the European soil. When Denmark was defeated in autumn 1940, fear grew that the Germans would progress westward and establish operational military bases on the newly acquired territories.
Greenland belonging to a defeated Denmark, Germans would be using it to get closer to Canada. At the time, Greenland was the sole commercial source of cryolite, an essential component of aluminum used in aircraft production.
There was also a province which was not part of Canada in 1940 and which presented a strategic interest for an enemy in its war against Canada and United States: Newfoundland and Labrador.
In order for the war not to be fought directly on the North American territory, one had to keep the Germans busy in Europe. It therefore meant that Great-Britain must not be defeated.
1941. Ships carrying short range fighting aircrafts from America to Europe were regularly attacked and sunk by U-boats. It was imperative to change the route. Canadians and Americans were looking for the best sites that could accommodate the construction of runways allowing short range military aircrafts to fly up to Prestwick, Scotland.
This new route was called “Crimson Route” and the stopovers were Goose Bay in Labrador, Fort Chimo (Kuujjuaq) in Quebec, Frobisher Bay (Iqaluit), on Baffin Island in the Nunavut as well as three sites in Greenland (Narsarsuaq, Angmagssalik and Sondre Stromfjord (Kangerlussuaq). The Frobisher Bay coded name became “Crystal Two” base.
1941-42. Germans established the first inhabited weather bases on the Greenland coast in order to facilitate U-Boats operations across the North Atlantic. When those sites were discovered, they were destroyed by American commandos.
1942. U-Boats entered the St-Lawrence seaway and sank Canadian ships.
1942. The site initially chosen to establish the Frobisher Bay airport (the Crystal Two base) was Cromwell Island, located 20 miles south-west of today’s actual site for Iqaluit. This was until a new site was discovered (today’s site) that favored the construction of longer runways and allowed the beaching of flatboats loaded with cargo during the summer period.
A McAllister flat-bottomed barge will soon be unloaded in Iqaluit, during low tide.
A ships convoy carrying thousands of tons of cargo planned for the construction of the Frobisher Bay base arrived at destination. This convoy was nonetheless attacked by the U-517 U-Boat and the cargo-ship Chatham, carrying 6000 tons of material destined for Crystal One and Crystal Two bases was sank.
1943. An German automated weather station was built at Martin Bay, in Labrador, to facilitate the U-Boats operations. This weather station is now in permanent exhibition at the war museum in Ottawa. Pictures have been found were we can see smiling but armed German soldiers taking the pose near the automated weather station. Canada accidently learned about the existence of that weather station in 1980.
German automated weather station in exibit at the War Museum in Ottawa
Many German officers and soldiers who were captured in Europe were sent abroad while waiting for the end of the war. My grandparents, who owned a farm in St-Ignace, Quebec, became responsible, over time, for one German officer and two soldiers. They had only good comments on the behavior and desire of the prisoners to help on the farm.
1943. Both Frobisher Bay runways were now operational, although without being totally completed. The engineers did not have the knowledge of the Russians when it came to maintaining airport runways in the Arctic. Damages caused by permafrost were significant and the runways necessitated a lot of maintenance. The water present under the runways would sometimes surface suddenly and create five meter deep holes. Those runways needed a constant effort to remain usable.
The first runway to be built was eventually abandoned due to a wrong evaluation of the prevailing winds and the dangers associated with the surrounding elevated terrain. Today only remains the runway that we know in Iqaluit, although extended to 9000 feet. The year 1943 recorded 323 aircraft arrivals, of which only a small number made the complete trip to Europe.
1944. War took a new turn. The newly developed long range radars, allied to advanced technology in the detection and attack of submarines, radically diminished the U-Boats threat in North Atlantic. The “Crimson Route” airports were suddenly losing their pertinence. The Canadian government, worried about the massive presence of Americans in the Canadian Arctic, bought the airports from the American government.
1950. Canadians officially took control of the Frobisher Bay airport, but authorized an American presence since this airport had a new strategic importance in the cold war that followed Second World War. The weather station and runway maintenance were taken care of by American forces.
1951-53. A radar station was built on a hill northeast of runway 17-35. This station completed what was then known as the Pinetree line. This line was made of several long range surveillance radar stations; it covered all of southern Canada and gradually curved towards the north to end up in Frobisher Bay. All those stations were inhabited and could order interceptions at all times against potential enemy forces, by means of jet aircrafts.
What is left of the old American military base in Frobisher Bay (Iqaluit), Canada. I took the picture in 1989.
1955. Americans received the authorization from Canada to build a SAC [Strategic Air Command] military base where numerous KC-97 tankers were stationed in support of B-47 bombers operations carrying nuclear armament. The base was built in 1958 and, until the end of its operations in 1963, parking space was occupied by at least seven KC-97. The SAC base was not needed anymore after the new Boeing B-52 bombers and KC-135 tankers were developed.
A French-Canadian military from Quebec at work in Frobisher Bay
Gaston Gagnon during the period where he served as a Canadian military in the communication field, at the Frobisher Bay station of the Pinetree Line in Canada in 1955. He died in 2016.
My uncle Gaston Gagnon was part of the French-Canadian military staff who was in service in Frobisher Bay. He volunteered for service during the Second World War (1939-1945).
War medals (volontary service and honorable service during the Second World War (1939-1945) belonging to the French Canadian Gaston Gagnon who died in 2016
Frobisher Bay, N.W.T., Canada crest
He worked in the communication field during the Cold War and, after he died in 2016, I received some pictures that were taken in 1955 in Frobisher Bay. Those photos also witness of the American presence in Frobisher Bay.
Radar dish at the Frobisher Bay, NWT, Canada Pinetree Line Station in 1955
American soldier posted at the Frobisher Bay NWT Canada Pinetree Line site in 1955
Globe Master C-124 aircraft of the Military Transport Air Service (U.S. Air Force) in Frobisher Bay, NWT, Canada in 1955 serving the Pinetree Line stations during the Cold War.
C-124 Globemaster. Military Air Transport Service in United States (around 1957)
Frobisher Bay, N.W.T., Canada crest
1960. The runway was extended from 6000 to 9000 feet.
1961. The Frobisher Bay radar station, part of the Pinetree line, was closed but the Polevault station remained in activity.
DEW and Pinetree lines over Northern Canada
1963. Americans left Frobisher Bay and gave control of the Polevault station to the DOT [Department of Transport], an older designation of Transport Canada.
Old American military base in Frobisher Bay (Iqaluit)
1964. The radio operator, and later flight service specialist (FSS) Georges McDougall, arrived in Frobisher Bay. All the village inhabitants eventually got to know Georges since he provided air traffic services there for at least thirty-seven years, seven days a week, on shifts work. He progressively became a privileged witness of all the unusual events to happen in the village and at the airport.
Below is a picture of the old DOT hangar and tower.
People and DOT Canada in Frobisher Bay NWT aviation postcard
1987. Frobisher Bay was renamed Iqaluit.
Two Canadian CF-18s holding short of runway in Iqaluit (1989)
1989. Stacey Campbell wrote an article in News North that she titled: “Military Jets Fill the Arctic Skies”. She explained that NORAD (North American Air Defence) regularly held exercises aimed at testing the capacity of Canada’s new radar defense system to detect potential enemies approaching from the north.
The interviewed military officer told Stacey that CF-18fighter jets, tankers and B-52 bombers, among other types, would be part of the operation. The CF-18’s would temporarily be stationed in Iqaluit, on Baffin Island, and Inuvik for the duration of the exercise. Other types of aircrafts were also involved in that annual test, like the F-15, T-33 and possibly the AWAC although the latter did not land in Iqaluit.
American F-15 landing in Iqaluit
The local Transport Canada flight service specialists (FSS) had to deal with the tight operating schedule provided by a military officer as well as integrate the daily arrivals and departures of private and commercial aircrafts.
At the time, the most useful taxiway, one which was located near the end of runway 35, could not be used since the terrain was too soft. All the aircrafts using runway 35 were forced to backtrack that runway before it could be cleared for other incoming or departing aircrafts. The additional time required for that procedure sometimes gave headaches to the military officer sitting by our side.
American F-15 Eagle airborne from Iqaluit
Canadian T-33s in Iqaluit (1990)
American Starlifter cargo aircraft ready for take-off in Iqaluit (1989)
I remember that the military officer in charge of the mission told us: “If the jets cannot takeoff within the next minute, the mission will be aborted”. It just happened that during the tight window within which the CF-18’s had to be airborne that day, there were many commercial aircrafts like the Avro 748, Twin Otter, Boeing 727 and 737 and other executive aircrafts operating around Iqaluit. There was always a way to please everybody and the military exercise ended the way it was initially planned.
Two Canadian CF-18s in Iqaluit (1989)
Two American F-15 Eagle taxiing for departure in Iqaluit (1990)
This was a period much appreciated by the flight service specialists (FSS) since, for one week during the year, our operations changed radically: we had to respect the imperative needs related to the military exercise as well as continue to provide regular air traffic services.
Six Canadian CF-18s, one Lockheed Electra Ice Patrol aircraft, a Dash-7 and a T-33 in Iqaluit
It was brought to our attention, for having discussed with many pilots involved in the exercise that military forces were kind enough to offer, through our Transport Canada manager, few posters signed by pilots of squadrons involved in the “Amalgam Chief” exercise. Although the manager never deemed necessary to show his staff even one of those posters, I appreciated the gesture from the pilots.
Canadian Armed Forces Boeing B-707 in Iqaluit, in front of the flight service station tower
1993. In order to replace a DEW line that had become obsolete, Canadians and Americans jointly built a new base that would now be used for logistical support for the new North Warning System.
Two Canadian fighter aircrafts CF-18 leaving the runway in Iqaluit.
2006. Extreme cold tests were held in Iqaluit by Airbus for the A-380, the biggest passenger aircraft in the world.
Airbus A380-841 in Iqaluit, Canada, during cold weather testing
2014. Extreme cold tests were held by Airbus for its new A-350 XWB.
2015. Canada was the host of the Arctic Council Ministerial Meeting in Iqaluit. The Council is composed of the following countries: Canada, Sweden, Denmark, Finland, Iceland, Norway, Russia and United States. Joining the meeting were senior representatives of indigenous organisations holding the status of permanent participants.
Dassault completes several cold-soak trials in Iqaluit for its Falcon 6X
Pope Francis visits Iqaluit during his Canadian trip aimed at healing and reconciliation with Indegenous groups and residential school survivors.
(Next story: The military exercise “Amalgam Chief”: B-52 bombers in northern Canada)
