On July 3rd, 1944, Kunio Iwashita watched from the ground on a runway on Iwo Jima as thirty-one A6M Zero fighter planes took off to intercept a wave of incoming American planes off the coast. After a half hour of fierce dogfighting concluded, only seventeen Zeros returned.
Iwashita recalls his thoughts: “I sat upon pins and needles watching my brothers being shot down, one after another. I told Katsutoshi Yagi, my unit commander, that I wanted take to the sky the next day, by any means necessary.”
The next day, before dawn on July 4th, 1944, while suffering from stomach pains the result of a severe case of anxiety, Iwashita reported for duty. His squadron leader, Lieutenant Fujita, took him aside to offer some advice about what would be his first time in combat: Iwashita again recalls what he was told, “Your first fight is the most dangerous! I’ll teach you how to brawl. Don’t stray far from me. Follow as tightly as you can.”
Fujita was a veteran of the Pearl Harbor attack and Battle of Midway, as well as a Naval Academy Flight School classmate of Iwashita’s deceased brother, Kutaka Iwashita, who was a pilot onboard the aircraft carrier Zuikaku, and had died earlier in the war, during the Battle of Santa Cruz, inspiring two movies about his exploits in the process. Kunio had big shoes to fill.
Once in the air, the Japanese aviators assumed formation and began their patrol. Within a short time, Iwashita saw four planes ahead of his sortie, that he initially assumed were Japanese. Increasing his speed, he approached them from behind, coming within a distance of 100 meters. Once upon them, their star markings came into sight: they were American Grumman F6F Hellcats. They had failed to notice his approach - the Japanese pilot was completely undetected, allowing Iwashita to close in on the last fighter in the formation. Iwashita continued to close in on the last plane in the formation, until coming within less than 30 feet of the Hellcat, where he opened fire. His A6M5’s 20mm cannon shells tore into the Hellcat. He recalls, “The wing of the F6F broke apart - I saw the goggles and white muffler of the young pilot and the surprise on his face as he looked back at me. The F6F was instantly engulfed in flames and he lost altitude until he crashed violently into the sea. I remember glancing, noting that Suribachi was close in proximity to us.”
Later that same night, July 4th, 1944, Iwashita couldn’t sleep. He recalled all too vividly the face of the young pilot he had shot down. While his comrades slept, he left the barracks and walked along the black sands of the beach near Mount Suribachi, and looked to the spot on the sea where the American fighter had tumbled into the waves. He pressed his hands together in prayer.
During the 50th Anniversary remembrances of WWII, Iwashita delivered a speech about his experiences. He revealed that it was his deepest hope to discover the identity of his first kill, which he remembers so vividly, and pay his respects to the family. The request was passed to the US Navy Historical Society, and after some time, Kunio got his answer.
Five American pilots were shot down over Iwo Jima on July 4th, 1944. One was rescued, the other four were marked ‘Missing In Action’. Although impossible to identify precisely which plane Iwashita shot down, one photo stood out: his name was Alberto C. Nisi, who piloted F6F Hellcat #43041.
On July 4th, 1944, Alberto Nisi was 26 years old, serving aboard USS Wasp with VF-14, the “Iron Angels”. Nisi was a second generation Italian-American, and his family lived in Worcester, Massachusetts. Before the war, he attended a two-year college and earned his degree in accounting, worked for the Electric Boat Company in Connecticut, and joined the US Navy Reserves. Prior to his July 4th mission, he was constantly writing his sister, who was pregnant and expecting in early July. Instead of receiving a celebratory message from her brother when the baby arrived, there was a telegraph from the Department of The Navy. Ensign Alberto Nisi was missing in action. His nephew was born 2 days later, 2 days after his death.
The American fleet withdrew the the morning after the dogfight, July 5th, surprisingly to the Japanese, who had anticipated an invasion of Iwo Jima, and had ordered all pilots to fight as infantrymen to the last man. This fate would befall the Japanese servicemen stationed on the island just short of a year later. After their anticipated demise had simply sailed in the other direction, all surviving Imperial Japanese Navy Air Service pilots were ordered back to Japan on a transport plane. During their defense of Iwo Jima, Iwashita’s squadron lost 31 pilots and claimed 20 enemy planes destroyed.
After being stationed on Iwo Jima, Iwashita flew missions over the Philippines (luckily escaping Clark Airfield on the last departing transport plane, while many of his squad mates fled into the jungle, where they died of starvation or disease), Okinawa (as an escort for kamikazes enroute to the American fleet), and Mainland Japan (intercepting B-29’s).
He later remarked, “I had fought ferocious battles over Iwo Jima and the Philippine islands, but I knew within that we couldn’t win. Now, although I understood that we would not be able to win, I did not think that Japan would be defeated. Defeat was unthinkable in our minds, because we had not received education on defeat. We were taught to believe we were indestructible. We knew no such reality, however. I had a feeling that the time had come at last when it would be over. I think that most members of the Yokosuka Kokuai (the unit he was stationed with at the end of the war) accepted the end of the war with a relieved calmness.”
By the end of the war, 31 of the 35 classmates of his fighter school’s graduating class were dead.
During his service time, Iwashita became an Ace, and shot down several other aircraft, but he never witnessed another American pilot up close again. The face of the man who’s life he claimed haunted him.
On June 20th, 2003, after many negotiations and much consideration, and through some reluctance, a meeting between his family and the Nisi family was organized. After receiving reassurance from his daughter, who had done the work to contact the Nisi family, Iwashita decided to go ahead with the meeting. Although he was made many offers, Kunio declined any media coverage of the meeting - it was to be a private affair.
After introductions, Iwashita explained his recollection of the battle, and answered the family’s queries. The former Zero pilot even entertained numerous questions from Albert Nisi’s curious 11-year-old great-nephew. The atmosphere of the two-hour meeting was gentle, the Nisi family warmly embracing the man who had once been their most bitter enemy. After the meeting had concluded, the Nisi family presented Kunio with a wartime photograph of Alberto in the cockpit of his F6F Hellcat (pictured above). Iwashita immediately recognized the face that looked back at him.
Terrance Nisi reflected on the meeting, “Mr. Iwashita’s visit moved us very deeply. It took a lot of courage for him to meet us. He was proud of his days as fighter pilot, but still, pride doesn’t mitigate the feeling that you experience when you take someone’s life.”
Iwashita is still alive today, at 96, and is the president of the Zero Pilots Association of Japan.
Lt. Edward H. “Butch” O’Hare in his Grumman F4F-3 Wildcat giving a thumbs up at the Naval Air Station Kaneohe, Oahu, Hawaii.
April 10, 1942.
(Note the “Felix the Cat” insignia of Fighting Squadron Three (VF-3) and five Japanese flags representing the five enemy bombers he was credited with shooting down.)
Lt. Edward Henry “Butch” O’Hare was credited with five confirmed victories, which made him the first U.S. Navy flying ace of World War II. He was promoted to the rank of Lieutenant Commander and became the first naval aviator to be awarded the Medal of Honor in World War II.
While leading the first night-time fighter raid off of the USS Enterprise (CV-6) on 26 November 1943, O’Hare was presumably killed in action, although his Grumman F6F-3 Hellcat was never found.
The USS O’Hare and O’Hare International Airport in Chicago are namesakes of Lt. Butch O’Hare.
The bigger, more advanced brother of the Wildcat, the Grumman F6F Hellcat was designed to replace the older aircraft and finally give the US an edge over the Japanese Zero. In this regard it performed exceptionally, destroying 5,223 aircraft during its service with the USN, USMC, and Fleet Air Arm; this was more than any other Allied naval aircraft, with a kill/loss ratio of 19:1. Over the course of the war almost 2400 aircraft were lost to all causes, 270 to aerial combat and over 1200 to accidents outside of combat.
The Hellcat competed against the F4U for the Navy’s contract of a new carrier-born fighter to replace the Wildcat. Both aircraft were built around the P&W R-2800 engine, the same as the P-47, which provided a whopping 2000 horsepower. While the F4U showed excellent promise it had issues with carrier landings, largely due to its long nose and landing gear legs, which left the Hellcat the winner of the contest; production of the F6F-3, the first combat model, began late in 1942, with the type’s first operational squadron equipping VF-9 of USS Essex in February 1943.
As with the Wildcat, and most US fighters during the war, the Hellcat was armed with six .50 caliber M2 machine guns. Some variants, mainly night fighters, replaced the inner .50 caliber gun with a 20mm cannon, giving it more offensive striking power. Hardpoints under the center wing section could carry up to 4000 lbs of ordinance, including 150 gallon fuel tanks, bombs, a torpedo, or HVAR rockets; this gave the Hellcat a potent ground attack capability, and the type dropped 6500 tons of bombs over the course of the war.
The Hellcat became the premier Navy fighter of the war, claiming fifty-six percent of all air-to-air victories for Navy and Marine units. Its combination of long range, maneuverability, armor, and armament allowed it to gain an edge over most Japanese types fielded during the war; a 13:1 against the A6M, 9.5:1 against the Ki-84, and 3.7:1 against the J2M. Most of the Navy’s aces were made in the Hellcat, including its top ace David McCampbell with 34 victories.
The US Navy, Marine Corps, and Fleet Air Arm all used the Hellcat through the war, in both the Atlantic and the Pacific. In most cases the type was retired immediately after the end of hostilities, with the F8F Bearcat for the USN, and various British aircraft for the FAA. Some Hellcats were used by the French navy postwar in Indochina, and several examples were used by Uruguay until 1960. Today a fair number of Hellcats remain in museums, including seven in airworthy condition.
Oh this will be an easy- just let me get my notes- and uh
FFFFFFFFFFFFFFFFFFFFFFFFFFFFFFFFFFF- Suck it, Dodge? I guess?
Well, it’s a Grumman, which means it was overbuilt as all hell, but they were even able to fix its early stiff handling pretty quickly. With inferior performance to the F4U, it had something important the Corsair didn’t: the actual ability to take off and land from carriers, so it actually got used by the military branch that bought it. If nothing else, the Hellcat was proof that mediocrity is a virtue as long as your mediocrity is superior to the enemy’s excellence, and as long as the best Japan had to throw at it was the Zero, the Hellcat walked all over it.
The best thing about the Hellcat is how boring it is. Visually almost identical to the Wildcat, it’s proof that Leroy Grumman had a dorky aesthetic and he was going to stick to it come hell or high water. Easy to build, easy to fly, and easy to maintain while looking like its disappointing ancestor, the Hellcat stuck out neither in merits or flaws. Even most stats associated with it are boring: Grumman tried to slow down production at the Navy’s request, and rumors of looming layoffs got workers panicked into working extra hard so they wouldn’t be the ones to get fired and they set a production record.
Except two rather important stats: Hellcats destroyed 5,156 Japanese aircraft, far and away more than any other fighter fielded by the Navy and Marines. Only the USAAF’s P-38 shot down more Japanese aircraft, and it had a head start by a year. As a result, the Hellcat became the Navy’s “ace maker,” with 305 Hellcat pilots making ace.
So, basically, the Hellcat was this guy from Parks and Recreation:
…if Parks and Recreation also showed him being basically John Wick after work.
A U.S. Navy Curtiss SB2C-3 Helldiver of Bombing Squadron VB-7 in flight over ships of Task Force 38 after completing an attack against Japanese shipping 40 km north of Qui Nhơn, French Indochina, in January 1945.
VB-7 operated from the aircraft carrier USS Hancock (CV-19) during the period from September 1944 to January 1945, and participated in the Battle of Leyte Gulf in October 1944.
Note the horseshoe symbol on the tail indicating aircraft’s assignment to the USS Hancock and the pillow on the rear cockpit gun in order to provide some level of comfort for the gunner on the long flight home. A Grumman F6F-5 Hellcat from Fighting Squadron VF-7 is visible in the background.
(Photo source - U.S. Navy National Museum of Naval Aviation photo No. 1996.253.229)
On August 16th 1956 the US Navy was conducting tests that were part of the development of the AIM 7 Sparrow guided missile. To test the missile, the Navy utilized a drone version of the Grumman F6F Hellcat, a remote controlled version of the famous World War II fighter plane. The plan was for the Hellcat to be downed by a guided missile over the Pacific Ocean. However, once above the ocean, the drone stopped obeying remote control commands and began flying out of control above Los Angeles.
The drone flew over LA, then began flying in a continuous tight circle over Santa Paula. To deal with the situation, the US Air Force scrambled two F-89D Scorpions of the 437th Squadron to shoot the drone down. Armed with unguided rockets, the fighters intercepted the drone but had little luck bringing it down. The two fighters fired a total of 208 rockets, none of which struck the drone. Eventually the drone ran out of fuel and plummeted to the ground, taking out a set of electric lines as it returned to earth.
As for the 208 rockets launched, as a safety precaution the rockets were outfitted with a system in which they would disarm if they missed their target. However, the system was faulty, and only 15 would be found on the ground un-detonated. The rest detonated in various areas in northeastern Los Angeles County. Fortunately the area was sparsely populated and no casualties resulted, but there was some property damage. One Edna Carlson reported that a piece of shrapnel burst through the front window of her home, ricocheted off the ceiling, went through a wall and came to rest in a kitchen cupboard. Another man reported that a rocket exploded directly in front of his car while driving west of State Route 138. Two men in Placerita Canyon had been eating in their utility truck; right after they left it to sit under the shade of a tree, a rocket struck it destroying it. The worst damage was caused by the brush fires started by the rockets, which over two days scorched over 1,000 acres.
“Dozens of F4U Corsair and F6F Hellcat fighter planes fly in formation over the USS Missouri, while the surrender ceremonies to end World War II take place aboard the U.S. Navy battleship, on September 2, 1945.”
A United States Navy Grumman F6F-5 fighter aircraft rests on the flight deck of the aircraft carrier USS Bataan as Marine Corps and Navy honor guards prepare for a burial at sea. Okinawa, Japan. 18th of April 1945.