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In the great Pacific sea battles of World War II, the F6F Hellcat made a big difference. Cat Against the Sun 74 AIR FORCE Magazine / January 2007 dawn on Oct. 24, The tale of the Hellcat isn’t just a 1944, US Navy hardware story, though. It’s about a Cmdr. David Mc- winning change in tactics. The fighter t Campbell, along arrived just in time to unleash the of- withA his wingman, Lt. Roy W. Rush- fensive power of the Navy’s carrier ing, took off from the carrier Essex. Just task forces. The 1944 success of Mc- By Rebecca Grant 22 miles away and closing fast was a Campbell and Rushing could hardly force of some 60 Japanese fighters and have been anticipated even two years dive-bombers. They had launched from earlier. Philippine bases to attack the American When the war began, naval aviation carrier task force. was in a tough spot. America’s fleet McCampbell hadn’t been on the entered World War II with substandard flying schedule for that morning, but aircraft, junior aviation leadership, and he was the air wing commander so he a bureaucracy that still favored the went into action anyway. He sent five battleship over mobile airpower. Car- Cat Against the Sun other patrolling fighters to intercept rier concepts were slow to mature. the bombers while he and Rushing Ever since the mid-1920s, the Navy attacked the incoming fighters. leadership had been toying with air- Within mere minutes, McCampbell craft carrier operational concepts shot down nine Japanese airplanes. during regular fleet exercises. How- Rushing had bagged six more. This ever, a 1937 exercise persisted with was at the start of action in the famous old school methods and tied aircraft Battle of Leyte Gulf. It remains a feat carriers to providing cover for land- that is unmatched in the annals of US ing forces. In this exercise, the carri- Navy fighter aviation and ranks among ers were promptly “sunk” by enemy the great fighter actions anywhere. forces. It was not until 1939 that a McCampbell was a stellar pilot (he carrier demonstrated underway refu- became the top Navy ace of all time eling, critical to extending the ship’s and recipient of the Medal of Honor), operational reach. yet there was more to that story than In aircraft, the Navy was in even the pilots. The fighter that McCamp- worse shape. Knowledge about valu- bell and Rushing flew turned out to able techniques such as dive-bombing be America’s greatest acemaker: the emerged from Navy interwar experi- Grumman F6F Hellcat. ments. However, plans for a potent Hellcat pilots logged 5,156 aerial aircraft arm lagged far behind. His- victories, and 305 of them became torian Clark G. Reynolds has noted aces. The US Army Air Forces par- that the Navy’s Bureau of Aeronautics tisans could counter with a similar was “woefully unprepared” to handle claim for the P-51 Mustang—like the wartime production and training. As Hellcat, a late entrant in the second late as 1941, the carrier Ranger put World War. The Mustang flew a good to sea for wargames with a deckload 50 mph faster than the Hellcat and of biplanes. outdid it in ceiling and range. The When the Navy entered World War Mustang shot down 4,950 enemies in II after Japan’s attack on Pearl Harbor, the air and destroyed more than 4,000 its top air superiority fighter was the more on the ground, along with 230 Grumman F4F Wildcat. The Wildcat, V-1 vengeance weapons. Some 275 joked one pilot, was “a little beer bottle Mustang pilots became aces. (See of a plane with a battery of .50-caliber “Airpower Classics,” April 2006, p. guns in its tiny wings.” With a 1,200 96, and December 2006, p. 88.) horsepower engine, its speed topped out at 318 mph, compared to the 331 King of the Pacific mph of its adversary, the Mitsubishi However, while the Mustang was A6M Zero. (See “Airpower Classics: the dominant fighter in Europe, there A6M Zero,” p. 96.) The Wildcat also is no doubt the Hellcat dominated the had a range of just 770 miles—barely Pacific. It was the Hellcat that beat a third of the 1,950-mile range of the back the Japanese Zero, defended US Zero. Navy warships, and gave the lethal The year 1942 rudely pointed up the American dive-bombers and torpedo fact that, against Japan’s first team, aircraft their path to sink Japanese the Wildcat was not up to snuff. This carriers and ships of the line. became only too apparent in the Battle An F6F prepares to launch from USS Yorktown in August 1943, Photo viaWarren Thompson shortly after Hellcats began reaching the fleet in large numbers. AIR FORCE Magazine / January 2007 75 Flight tests of the intact Zero con- firmed what already was known by DOD photo those who had fought against it: The Zero was fast, agile, and unbeat- able in low-altitude climb. Mitsubi- shi achieved all this with an engine generating a mere 1,000 horsepower. The catch, though, was that the design sacrificed weight and thus protection for both pilot and aircraft. The conclu- sion was that a fast and more rugged US fighter could take on even the nimble Zero and its highly experienced Japanese pilots. Analysis of the captured Zero sealed the decision to give the Hellcat a new engine. Here the Navy lucked out. The Pratt & Whitney R-2800 Double Wasp was an air-cooled engine with 2,000 horsepower. Hellcat engineers had their eye on it, but the engine was already slated to equip the Republic P-47 Thunderbolt and the Chance- A Hellcat zooms past US troops. Larger, faster, and more heavily armed than the F4F Vought F4U Corsair. Luckily for carrier Wildcat, the Hellcat put new punch in carrier aviation. pilots, both the Thunderbolt and the Corsair were behind schedule. That of Midway, a struggle in which three on producing more Wildcats to meet freed up Double Wasp engines for US carriers launched decisive attacks large Navy orders. In 1940, though, the Hellcat. on June 4, 1942 on an unsuspecting the company had a Hellcat prototype Grumman made a test flight with Japanese fleet. US Navy torpedo air- ready. A year later, the Navy awarded the new engine on July 30. Just three planes became separated and attacked a contract. The XF6F-1 first flew just months later, the first production F6F-3 alone. Only eight of the 29 Devastators weeks after Midway. Hellcat rolled off the assembly line. returned, but they drew the Japanese Then the fortunes of war inter- Production soon rose to 500 aircraft Zeros down toward sea level, leaving vened. During the Battle of Midway, per month, and more than 12,200 of other US Navy dive-bombers a clear a Japanese pilot participating in the the airplanes would be produced. field to sink three Japanese carriers. diversionary attacks on the Aleutians By the spring of 1943, Hellcats were The F4Fs turned out to be practically landed belly-up on an island. While in service on Navy carriers such as the nonfactors in the fight. the impact killed the pilot, it barely new Essex-class Yorktown. Unlike the Midway—although a great victo- damaged his airplane. Zero, the Hellcat was fortified with 200 ry—was also a wake-up call about air superiority. Three senior Navy avia- tors—Edward H. “Butch” O’Hare, John S. “Jimmy” Thach, and James H. Flatley DOD photo Jr.—later met with President Roosevelt and told him the Navy needed a fighter more powerful than the Wildcat, some- thing that could “get upstairs faster.” Marine Corps and Navy pilots fly- ing over Guadalcanal a few months later had to agree. It took exceptional pilot performance to win the day in a Wildcat. Toward a Better ’Cat Ever since 1938, Grumman engi- neers also had been thinking about ways to improve the Wildcat. A new 14-cylinder, 2,600 horsepower Wright engine promised to increase take-off power by one-third. The best option, though, was production of a new fighter. Although Grumman engineers The Hellcat made more aces and accounted for more air-to-air kills than any type of sketched a prototype design, they American aircraft in World War II. Here, pilots of USS Lexington celebrate a Novem- shelved it temporarily to concentrate ber 1943 aerial victory near Tarawa. 76 AIR FORCE Magazine / January 2007 tactics and grouped several aircraft car- riers together into what became known DOD photo as the fast carrier task forces. These task forces typically featured a dozen big-deck and escort carriers and some- times more. Each big-deck carrier was equipped with up to 54 Hellcats. The Hellcats leaped to the forefront of the biggest sea battles of the war. This new phase of the Pacific con- flict opened on Nov. 5, 1943 when US Navy Adm. William F. “Bull” Halsey Jr. launched a massed attack on Rabaul. On Nov. 20, Halsey’s car- riers covered the Tarawa landings, and the drive through the Pacific toward Japan was on. The edge was shifting to the Hellcats, for two reasons. First, the average US naval aviator now had greater train- ing and combat experience than his Japanese counterpart. Navy pilots, Catapult officer Lt. Walter Chewning scrambles to the aid of Ensign Byron John- according to historian Reynolds, “en- son in this stricken F6F. That pilots could walk away from disasters such as this countered increasingly inferior enemy was a testament to the Hellcat’s ruggedness and safety features.