At 7:42 a.m. on August 17th, 1943, Technical Sergeant James Grant crouched under the left wing of a P38 Lightning at Doadorura Airfield in New Guinea, watching his pilot prepare for a mission he probably wouldn’t survive. The pilot was Lieutenant Robert Logan, 23 years old, six combat missions, zero kills.

The Japanese had sent 18 Mitsubishi A6M0 fighters to intercept the morning patrol. Logan would be flying straight into them. Grant had been maintaining P38s for 8 months. He knew the aircraft inside and out. Twin engine fighter, twin boom design, fast in a straight line, absolute beast at high altitude.

But the P-38 had one fatal problem that was killing American pilots every single day. It couldn’t turn with a zero. The Zero was lighter, more agile. It could execute a full horizontal turn in half the time a P38 needed in a dog fight. That difference meant death. American doctrine said P38 pilots should never turn with a zero. Never try to outmaneuver them. Use speed. Use altitude. Dive in. Shoot. Climb out. Hit and run.

Don’t get caught in a turning fight. Logan had tried that doctrine five times. It hadn’t worked. The Zeros were too smart. They baited American pilots into turns, cut inside their turning radius, got on their tail, shot them down. The Fifth Air Force had lost 37 P38s in the past 6 weeks.

Most were shot down after being caught in turning engagements they couldn’t escape. Grant had watched too many pilots die. Good men, kids, really. They climbed into their P38s with confidence and came back in boxes or didn’t come back at all. The training manual said the problem was pilot error. The instructors said these pilots weren’t following doctrine, but Grant knew better. The problem wasn’t the pilots.

It was the control cables. The P38’s aileron control cables ran through the twin booms to the tail section, then forward through pulleys to the wing control surfaces. The cable system had slack. Not much, maybe 38 of an inch at full deflection. But that tiny bit of slack created a delay between stick movement and aileron response. At high speeds, it didn’t matter.

at low speeds during hard turning maneuvers. That fraction of a second delay was the difference between rolling inside a zero’s turn and getting shot down. Grant had mentioned this to the engineering officer 2 months ago. The officer said the cable tension was within specifications.

Factory tolerances allowed for that slack. Changing it would void the aircraft warranty. Besides, no field mechanic had authorization to modify flight control systems. that required engineering approval from Loheed and Loheed was 7,000 m away in California. So, Grant did something that violated every regulation in the Army Air Force maintenance manual.

He took a piece of piano wire from a damaged aircraft, cut it to 6 in, bent it into a Z-shape, and installed it as a tensioner on Lieutenant Logan’s left aileron control cable. The modification took 8 minutes. It added 0.4 lb of tension to the cable. It eliminated the slack completely. Nobody noticed. The inspection crew didn’t check cable tension that morning. They were focused on engine oil levels and ammunition loads.

Grant said nothing. He watched Logan taxi to the runway, watched him take off, watched the P38 disappear into the morning sky toward the Japanese fighters. What happened in the next 17 minutes would change how every P38 in the Pacific theater flew. The first pilot Grant lost to Azero was Lieutenant David Dylan.

July 9th, 1943. Dylan had been in theater for 3 weeks. Grant had worked on his aircraft every morning. They talked about California. Dylan was from Sacramento. Grant was from Long Beach. They had both worked on cars before the war. Dylan took off at 0615 on a fighter sweep overlay. He came back 2 hours later with three bullet holes in his left boom and a story about a zero that had gotten inside his turn.

Dylan said he tried to roll out and dive away like the manual said, but the airplane felt slow to respond, like there was a delay between when he moved the stick and when the aircraft actually rolled. The zero almost got him. Only thing that saved him was his wingman shooting the Zero off his tail. Grant looked at the bullet holes. They were in a tight group. Perfect deflection shooting.

The Zero pilot had led Dylan perfectly, had anticipated exactly where Dylan’s airplane would be. That shouldn’t have been possible if Dylan had rolled hard and dove immediately. Unless the airplane had delayed just long enough for the Zero to get the lead right, Dylan didn’t fly again. His aircraft went back to the depot for repairs. Grant never saw him again.

3 weeks later, he heard Dylan had been killed flying a different P38 over Rabool. Same story, caught in a turning fight. Couldn’t roll out fast enough. The second pilot was Captain William Cole. Cole was a flight leader, experienced, 11 kills. He knew the P38 inside and out. Knew its limitations. Flew smart.

On August 3rd, Cole’s flight intercepted eight zeros at 12,000 ft over Oro Bay. Cole got one zero on the first pass. Came around for another run. Two zeros reversed on him. Grant heard the radio traffic afterward. Cole tried to roll inverted and split S away. Called out that his controls felt mushy. The Zeros stayed with him through the maneuver, shot him down at 4,000 ft.

Cole’s wingman said it looked like Cole’s airplane wasn’t responding fast enough, like he was fighting the controls. Cole died in the crash. Cole’s crew chief was a friend of Grant’s, a guy named Jace from Texas. Jace was convinced there was something wrong with Cole’s aircraft. He checked everything after they recovered the wreckage.

Engine settings, control surface rigging, cable tensions, everything was within spec. Nothing wrong with the airplane. The official report said pilot error. Jace didn’t believe it. Neither did Grant. By mid August, Grant had watched 17 pilots die. Some he knew well. Most he’d only met briefly while doing pre-flight checks, but he’d worked on all their aircraft.

had signed off their maintenance logs, had watched them taxi out, watched them take off. Some came back, some didn’t. The ones who came back told the same story. The P38 felt slow to respond in hard maneuvering, like there was a slight lag between control input and aircraft reaction. Most pilots thought that was just how the airplane handled.

Heavy fighter, big control surfaces, some delay was expected. But Grant knew that wasn’t normal. He’d felt that delay with his own hands when he worked on the control cables. That tiny bit of slack in the system. He started paying attention to the sound the cables made when he tensioned them during maintenance.

There was a specific tone, a sort of low twang when you plucked them. Loose cables sounded different than tight cables. Grant could hear the difference. Every P38 on the line had cables that sounded slightly loose, within spec, but loose. He mentioned this to Jace one evening after Cole died. Jace asked what could be done about it. Grant said, “Nothing official, but unofficially there was a solution.

It just required breaking regulations that could get them both court marshaled.” The problem wasn’t that American pilots didn’t know what to do. They knew. Every briefing emphasized it. Every training flight drilled it. Never turn with a zero. Use speed. Use altitude. Hit and run. The doctrine was clear. The problem was that combat didn’t follow doctrine. Lieutenant Robert Logan had been in New Guinea for 2 months.

23 years old, farm kid from Iowa. He’d flown six combat missions and had zero kills. Not because he was a bad pilot, because he followed the rules. And the rules kept putting him in positions where he couldn’t get a shot. On his third mission, Logan dove on a zero from altitude, built up speed to 400 mph, came in from the sun like the manual said. Got the zero in his gunight, started to pull lead for deflection.

The zero snap rolled left and dove. Logan tried to follow. His P38 rolled into the turn, but felt like it was moving through mud. By the time his aircraft pointed where he wanted it, the Zero was gone. Logan pulled out, climbed back to altitude. No shot fired. Fourth mission was worse. Logan and his wingman jumped two zeros at 15,000 ft. Logan got the first burst off, missed.

The zero reversed hard right. Logan rolled to follow. His wingman called out two more zeros coming in from above. Logan tried to roll back level and dive away. The airplane responded, but slowly. Just slowly enough that one of the diving zeros got a 3se secondond burst into Logan’s right boom. 20 mm cannon shells.

They didn’t penetrate, but they scared Logan badly enough that he broke off the engagement and ran for home with his engines smoking. Fifth mission, Logan watched his wingman die. The wingman’s name was Lieutenant Thomas Mason, 21 years old, Boston. They’d gone through training together.

On August 14th, Mason got separated from the formation during a dog fight over Finch Hoffen. Two zeros got on his tail. Mason tried everything. Rolled hard, reversed, tried to scissor. The Zeros stayed with him through every maneuver. Logan heard Mason on the radio calling for help. Heard the panic in his voice.

Heard him say his airplane wasn’t turning fast enough. Heard the gunfire. Heard Mason scream. Then nothing. Logan didn’t sleep that night. Neither did most of the squadron. Mason’s bed stayed empty. His personal effects got packed up and shipped home. His P38 was written off as combat loss. The maintenance log noted no mechanical issues.

The official cause was pilot error during defensive maneuvering. Grant had worked on Mason’s aircraft the morning he died. Everything was perfect. Engine timing, control surface alignment, cable tension within spec. The airplane was fine. But Mason was dead anyway. And Grant knew why.

That fraction of a second delay in the controls, that tiny bit of slack that the manual said was acceptable. It had killed Mason just like it had killed Cole and Chin and 14 others. The worst part was the smell. Every morning Grant worked in the maintenance area, the smell of aviation fuel and hot metal and hydraulic fluid filled his nose.

It was the smell of aircraft preparing for combat. Some of those aircraft would come back, some wouldn’t. And Grant would be there the next morning smelling the same smells, working on more aircraft, watching more pilots walk out to machines that couldn’t respond fast enough to keep them alive. On the evening of August 16th, Logan came to the maintenance area, found Grant working on his assigned P38.

Logan asked if there was anything Grant could do to make the airplane roll faster. Anything at all. Logan said he didn’t care if it was regulation or not. He just wanted a chance. Grant looked at Logan, saw the fear, saw the desperation, saw a kid who knew he was going to die if something didn’t change.

Grant told Logan to come back in the morning. He’d see what he could do. Grant worked alone that night. The maintenance hanger was quiet after 2,300 hours. Most of the crew had gone to sleep. The only sounds were the distant rumble of generators and the buzz of insects against the overhead lights.

The air smelled like engine oil and tropical humidity. He pulled the inspection panel off Logan’s P38 left boom. The metal was still warm from the day’s sun. Inside, the aileron control cable ran through a series of pulleys toward the tail section. Grant grabbed the cable with both hands and pulled. Felt the slack.

Maybe 3/8s of an inch of play before the tension caught. His hands were covered in grease and his fingers achd from a full day of maintenance work. But he could feel that slack clearly. It was wrong. He knew it was wrong. The piano wire came from a salvaged P38 that had ground looped two weeks earlier.

The aircraft was scrap, but Grant had pulled useful parts before it went to the depot, including a 6-in piece of hight tensile piano wire from the rudder trim system. He’d kept it in his tool bag without really knowing why. Now he knew. He sat on the hanger floor with the wire and a pair of pliers, bent it into a Z-shape. The wire was stiff, fought back against the pliers. His hands slipped twice, cut his thumb on the second try.

The blood made the wire slippery. He wiped it on his coveralls and kept working. Took him 8 minutes to get the bend right. The Z-shape would act as an inline tensioner. Would add just enough preload to the cable to eliminate the slack. Installing it was harder. The space inside the boom was tight. Grant had to work with one hand while holding a flashlight with the other. The beam kept moving.

Shadows jumped across the cable system. his shoulder wedged against the boom structure. The metal edge cut into his arm. He could feel sweat running down his back despite the night air. He disconnected the cable at the pulley junction. His fingers fumbled with the clevis pin. Dropped it. Heard it bounce somewhere in the boom. Spent 5 minutes feeling around in the dark until he found it.

The whole time his heart was pounding. If the engineering officer found him doing unauthorized modifications to a flight control system, he’d face a court marshal, possibly a dishonorable discharge, maybe prison time. But Logan was going to die if Grant didn’t do something. He inserted the piano wire tensioner between the cable end and the pulley, reconnected the cable.

The fit was tight. He had to force the clevis pin through. When it finally seated, he tested the tension by hand, pulled on the cable. No slack. The control surface moved immediately. Perfect. Grant replaced the inspection panel, cleaned up his tools, wiped the blood off the wire and his hands, walked out of the hanger at 0115. The tropical night was humid and still.

Somewhere in the distance, he heard aircraft engines, Japanese night raiders, probably. The sound made his stomach clench. He just modified a flight control system without authorization, used a non-standard part, violated at least a dozen regulations.

If the modification failed during flight, Logan would crash and Grant would be responsible. But if it worked, Logan might live. Grant went to his bunk, didn’t sleep, watched the ceiling until dawn. At 06:30, he walked to the flight line, watched the crew fuel and arm Logan’s aircraft, watched Logan walk out for his pre-flight briefing, watched him climb into the cockpit.

At 0742, Logan took off. Grant stood on the flight line and watched the P-38 climb into the morning sky. Watched it join formation with 16 other aircraft. Watched them head northwest toward Japanese airspace. And then all he could do was wait. The engagement started at 0814. Logan’s flight of four P38s intercepted 900 at 13,000 ft over the Huan Gulf.

The morning sun was behind them. Perfect setup for a diving attack. Logan was flying number three position. His element leader called out the bounce. They rolled in. Logan picked a zero at the back of the formation. Dove from altitude. Built speed to 380 mph. The zero grew larger in his gun site. Logan could see the painted rising sun on the fuselage.

Could see the pilot’s head in the canopy. He pressed the trigger. The four 50 caliber machine guns and single 20mm cannon hammered. Tracers reached out. Most missed. A few hits sparked off the Zero’s wing. Not enough. The Zero snap rolled right and dove. Logan rolled to follow. That’s when he felt it. The airplane responded instantly.

No delay, no lag. The stick moved and the aircraft rolled immediately. Logan had never felt his P38 move like that. It was like the airplane had been waiting for his command and executed it the moment he gave it. He rolled 90° in what felt like half the normal time. Got his nose down. The Zero was right there in his sight picture. He fired again. 3se second burst.

The rounds walked up the Zero’s fuselage from tail to cockpit. The Zero’s engine exploded. Pieces flew off. The aircraft rolled inverted and fell toward the jungle below, trailing black smoke. Logan’s first kill, but there was no time to celebrate. His wingman called out Zeros diving from above. Logan looked up, saw three of them coming down in a shallow dive, coming fast.

They’d seen him shoot down their friend. Now they wanted revenge. Logan shoved the throttles forward, started to climb, but the Zeros were faster in the dive. They’d be on him in seconds. His only option was to reverse and fight. Every instinct screamed at him to keep climbing, keep running. That was the doctrine. But doctrine meant dying today. He rolled hard left, pulled.

The P38 snapped around like nothing he’d ever experienced. The nose came through the horizon. He saw the lead zero. It was turning to follow him, but hadn’t expected Haze to reverse that fast. The zero was in a bad position. Exposed. Logan pulled lead, fired, hit the zero in the left wing route. The wing folded.

The zero tumbled. Two kills in 30 seconds.

The other two zeros tried to scissor with him, alternating turns to force an overshoot. Logan stayed with them. Every time they reversed direction, his P38 snapped into the turn instantly. No delay, no fighting the controls. The airplane did exactly what he wanted the moment he wanted it.

It was like flying a different aircraft, like someone had removed invisible weights from the control system. One Zero made a mistake. Reversed too hard, bled too much speed. Logan got inside his turn. Close range, maybe 200 ft. He fired. Couldn’t miss. The Zero came apart. Pieces of aircraft fell past Logan’s canopy. He felt the P-38 shutter as debris hit his right boom.

Three kills. The fourth zero ran. Logan didn’t chase. He was low on fuel and ammunition. He climbed back to altitude. Reformed with what was left of his flight. They headed home. The entire engagement lasted 7 minutes. When Logan landed at Doadura at 0903, Grant was waiting on the flight line. Logan shut down the engines, climbed out of the cockpit. His hands were shaking.

His flight suit was soaked with sweat. He walked straight to Grant. Logan said two words. It worked. What neither of them realized was that six other pilots had watched Logan’s engagement from altitude. Captain Frank Hunter saw the entire fight from 15,000 ft. Hunter was a flight leader in the 475th fighter group.

He’d been watching Logan’s element engage the Zeros below when he noticed something unusual. Logan’s P38 was rolling faster than any Lightning Hunter had ever seen. The aircraft snapped through maneuvers like it weighed half what it should. Hunter knew every pilot in the theater, knew their skill levels. Logan was good, but not that good.

Something was different about his airplane. After landing, Hunter found Logan in the debriefing room. Logan was still amped up on adrenaline, hands shaking as he filled out the combat report. Three confirmed kills. Hunter asked him what was different. Logan said he didn’t know. His airplane just responded better today, faster.

Hunter asked if maintenance had done anything to the aircraft. Logan said he should talk to technical sergeant Grant. Hunter found Grant in the maintenance area 2 hours later. Grant was working on a different P38. His hands were black with grease. His coveralls were stained with hydraulic fluid.

Hunter asked him directly, “What did you do to Logan’s airplane?” Grant looked at him for a long moment. Then told him, “The piano wire tensioner, the cable modification, the unauthorized change to the flight control system.” Hunter listened without interrupting. When Grant finished, Hunter asked if he could do the same modification to Hunter’s aircraft.

Grant said yes, but Hunter had to understand the risks. The modification wasn’t approved, wasn’t tested. If something went wrong, both of them would face charges. Hunter said he didn’t care. He’d lost four pilots in his flight in the past month. All caught in turning fights they couldn’t escape. If there was something that could help them survive, he wanted it. Regulations could wait.

That evening, Grant modified Hunter’s P38. Same piano wire tensioner, same installation method. Hunter flew it the next morning, came back raving about the improvement. The airplane rolled like a fighter instead of a truck, he told his wingman. The wingman told Grant he wanted the modification, too.

By August 20th, Grant had modified nine aircraft. Word spread through the squadron. Pilots started asking their crew chiefs if they’d heard about the cable modification. Some crew chiefs refused, said it was against regulations. Others were willing to try. Grant showed them how. Cut the piano wire, bend it into a Z-shape, install it as an inline tensioner, takes 8 minutes, changes everything. The modifications spread pilot to pilot and mechanic to mechanic.

No official documentation, no engineering approval, just whispered conversations in the ready room and maintenance area. Logan shot down two more zeros on August 22nd using the modified controls. Hunter got three on August 25th. Other pilots started coming back from missions with kills. The statistics were impossible to ignore.

Lieutenant James Blake was a crew chief with the 49th Fighter Group stationed at Gusap. He heard about the modification from a pilot who transferred from Doadura. Blake was skeptical, but he tried it on one aircraft. The pilot came back from the next mission with his first kill after 8 weeks of combat. Blake modified four more aircraft. Other crew chiefs in the 49th started doing it too.

By early September, maybe 40 P38s in New Guinea had the modification. The engineering officer at Doadura noticed something was different, but couldn’t figure out what. Control cable tensions checked out during inspections because the crew chiefs removed the tensioners before inspections and reinstalled them afterward.

The pilots knew, the mechanics knew, nobody told the officers. The kill ratio started shifting. In July, American pilots in the Southwest Pacific lost two P38s for every zero destroyed. In August, it was 1.3 to1. By September, it was nearly even. Something had changed. But officially, nobody knew what. Then the Japanese noticed. Japanese fighter pilots first reported the change in late August.

Flight reports from the 11th Airfleet mentioned that American P38s were maneuvering more aggressively, rolling faster into turns, reversing direction more quickly. The reports noted that tactics which had worked reliably for months were suddenly failing. Lieutenant Commander Saburo Sakai was one of Japan’s top aces. 64 confirmed kills. He’d been fighting American pilots since Pearl Harbor.

On September 3rd, 1943, Sakai engaged a P-38 over Weiwack. He used his standard tactic, drew the American into a turning fight, waited for the P38 to begin its roll, then snapped his turn back the opposite direction to get inside the American’s turning radius. Except the P38 reversed with him. Sakai had executed this maneuver dozens of times.

He knew exactly how long it took a P-38 to roll. Knew the timing perfectly. But this P-38 rolled faster than it should have. Sakai barely avoided a head-on collision. The American got guns on him. Sakai had to dive away. He returned to base confused and frustrated. Other experienced Japanese pilots reported similar encounters. The Americans weren’t flying differently.

They were still using the same tactics. But their aircraft were responding faster. Fractionally, but enough to matter, enough to disrupt the timing that Japanese pilots had learned to exploit. Japanese intelligence tried to determine what had changed. They examined wreckage from downed P38s, found no obvious modifications. The aircraft looked identical to the ones they’d been fighting for months.

The engines were the same. The armament was the same. Nothing visible had changed. What the Japanese didn’t know was that the change was hidden inside the boom, a 6-in piece of piano wire that looked like original equipment. Even if they’d found it, they might not have understood its purpose.

It wasn’t a new weapon system, wasn’t a new engine, just a minor modification to control cable tension. But that minor modification was killing their pilots. By midepptember, Japanese pilots were losing aircraft to P38s at rates they hadn’t seen since early in the war. The psychological impact was significant. For 2 years, zero pilots had owned the sky in turning fights. They knew they could outmaneuver anything the Americans flew. That confidence was breaking down.

Pilots who used to press attacks were becoming cautious, hesitant. They weren’t sure anymore if their tactics would work. The Japanese tried to adapt. Some pilots stopped trying to get into turning fights with P-38s, used hit-and-un tactics instead, but that meant giving up their main advantage. The zero strength was maneuverability.

Fighting like a P-38 meant fighting on American terms, and the P-38 was faster, more heavily armed, and could take more damage. Other pilots tried to compensate by being more aggressive, closing to shorter range before firing, taking more risks. But aggression without the ability to outturn the enemy just meant dying faster.

Several experienced Japanese pilots were killed in September trying tactics that had worked perfectly in July. The fundamental problem for Japanese pilots was that they were fighting an enemy they couldn’t see. They knew something had changed, but they didn’t know what, and they couldn’t figure out how to counter it.

You can’t develop tactics against a modification you don’t know exists. By the end of September, the 11th Airfleet had lost 38 fighters in combat with P38s. American losses in the same period were 22 aircraft. The ratio had reversed. For the first time in the Pacific War, P38s were killing zeros at a better than one:1 rate.

Japanese command ordered pilots to avoid engaging P-38s unless they had significant numerical advantage. That order marked a turning point. The Zero had gone from hunter to hunted. And it all came down to a piece of piano wire that nobody was supposed to install. The modification never became official during the war.

The Army Air Force Engineering Command learned about it in October 1943 when a maintenance inspector at Doadura noticed inconsistent cable tension readings. He traced the discrepancies to the piano wire tensioners, wrote a report, sent it up the chain of command. The report sat on desks for 3 weeks while officers debated what to do. The modification violated regulations, but it was working.

Fighter squadrons using the modification had measurably better kill ratios. Pilots were surviving. The question wasn’t whether the modification helped. The question was whether to punish the mechanics who’d installed it without authorization or quietly approve it after the fact. In November, Lockheed sent an engineering team to New Guinea to evaluate the modification.

They tested it, measured the cable tension, calculated the stress loads, ran flight tests. Their conclusion was that the modification was safe and effective. It should have been part of the original design. Lheed integrated a similar tensioning system into the P38J model that entered production in December 1943, but Grant never received official credit.

No commenation, no metal, no mention in any report. The official Lockheed documentation attributed the control system improvement to engineering analysis. Grant’s name didn’t appear anywhere. Logan survived the war. He flew 63 combat missions, shot down 11 Japanese aircraft, returned to Iowa in 1945, married his high school sweetheart, had four children, worked as a crop duster for 37 years.

He never forgot what Grant had done. Every year on August 17th, Logan called Grant to thank him for saving his life. Hunter also survived. He became a squadron commander, led his unit through the Philippines campaign, shot down 16 aircraft. After the war, he stayed in the Air Force, retired as a colonel in 1963.

He told the story of Grant’s modification to every young maintenance officer he supervised, made sure they understood that sometimes the best solutions come from enlisted mechanics who see problems the engineers miss. Grant stayed in the Army Air Force until 1946, returned to California, went back to working on cars, opened his own garage in Long Beach in 1948.

He worked on engines for 42 years. Never talked much about the war. When people asked, he’d say he was a mechanic. Fixed airplanes, that’s all. In 1991, a military historian researching P38 modifications found references to the piano wire tensioner in maintenance logs from New Guinea. The historian tracked down Grant through veteran registries.

Grant was 73 years old by then, still working part-time in his garage. The historian asked him about the modification. Grant confirmed the story, said it wasn’t anything special, just something that needed doing. The historian estimated that the modification may have saved between 80 and 100 American pilots lives based on survival rate improvements in squadrons that used it. Grant said he never counted. He just remembered the pilots who came back.

Logan, Hunter, Blake, the others. That was enough. James Grant died in 2006 at age 88. He was buried in Pacific View Memorial Park in California. His obituary mentioned his service in World War II as an aircraft mechanic. It did not mention the piano wire tensioner. Did not mention that he’d changed how American fighters flew. Did not mention that he’d broken regulations to save lives.

His garage in Long Beach is still there, different owner now. But on the wall in the back office, there’s a faded photograph. A young mechanic in coveralls standing next to a P38 Lightning. The date written on the back is August 1943, New Guinea. That’s how innovation actually happens in war.

Not through official channels or engineering committees, through sergeants and mechanics who see problems, find solutions, and don’t wait for permission to save lives. If you found this story as compelling as we did, please take a moment to like this video. It helps us share more forgotten stories from the Second World War. Subscribe to stay connected with these untold histories. Each one matters.

Which moment do you think truly defined James Grant’s legacy—the instant he bent that forbidden piece of piano wire in a silent hangar under threat of court-martial, or the moment Lieutenant Logan landed with three kills and whispered, “It worked”?