Bert Kinzey

in detail & scale

Airlife Publishing Ltd.England

COPYRIGHT © 1987 BY DETAIL & SCALE, INC.

All rights reserved. No part of this publication may be reproduced in any form, stored in aretrieval system or transmitted by any means, electronic, mechanical, or otherwise,except in a review, without the written consent of Detail & Scale, Inc.

This book is a product of Detail & Scale, Inc., which has sale responsibility for its contentand layout, except that all contributors are responsible for the security clearance andcopyright release of all materials submitted. Published and distributed in the UnitedStates by TAB BOOKS Inc., and in Great Britain and Europe by Airlife Publishing. LTD.

CONTRIBUTORS:

Stan Piel Don Harris

Dana Bell Naval Aviation Museum

Ray Leader U.S. Navy

Warren Munkasy Grumman Aerospace

Captain David McCampbell, USN (Retired)

A special thanks is due to Lois Lovisolo of the Grumman History Center. Her efforts,cooperation, and patience were instrumental in the preparation of this book.

Most photographs in this book are credited to their contributors. Photographs with nocredit indicated were taken by the author.

FIRST EDITION

FIRST PRINTING

Published in United States by

TAB BOOKS Inc.Blue Ridge Summit, PA 17294

Library 01 Congress Calalogingin Publication Data

Kinzey, Bert.F6F Helical.

(Detail & Scale; vol. 26)1. Hellcat (Fighler planes). I. Title.UG1242.F5K5274 1988 623.74'64 87-26756ISBN 0-8306-8036-5 (pbk.)

First published in Great Britain in 1987by Airlife Publishing ltd.751. John's Hill, Shrewsbury, SY1 1JE

British Library Cataloging InPublication Data

Kinzey, BertF-6F Hellcat. -------- (Detail & scale series;v.26).1. Hellcat (Fighter planes) -----------.. HistoryI. Title II. Series623.74'64 UG1242.F5

ISBN 1-85310-603-8

Questions regarding the content of this bookshould be addressed to:

Reader Inquiry BranchEditorial DepartmentTAB BOOKS Inc.Blue Ridge Summit, PA 17294

Front cover: An F6F-3 is shown in flight wearingsurround.

the three-tone paint scheme and national insignia with the red(ArnoldINASM via Piet)

Rear cover: A Hellcat makes a pass above its carrier during late 1944. (National Archives)

INTRODUCTION

This head-on view of an F6F-3 reveals many details of the large, radial-engined Hellcat. Note the dihedral of the wingsfrom the center sections outward, the stance on the landing gear, the .50 caliber machine guns, and the pitot tube underthe right wing tip. The flaps are up, but the aiterons are deflected, showing the right aileron under the right wing behindthe national insignia. (Grumman)

The F6F Hellcat is the first World War II fighter to bethe subject of a title in the Detail & Scale Series. Manyrequests have been received to do more World War IIaircraft, but coming up with all of the detailed photo­graphs that are necessary to do a book in this series isquite difficult in most cases. In the past, we have beenfortunate to do several titles on the B-17 and B-29, but thiswas because the author of those books, AI Lloyd, worksfor Boeing, and they have maintained extensive files ontheir aircraft. These files provided an excellent source ofphotographs for those books. But Boeing did not buildany World War II fighters, and most companies that dideither no longer exist, or they have not retained files thatinclude the extensive coverage of details that are needed.

Fortunately, Grumman, the builder of famous Navyfighters for many years that go back in time well beforethe World War II period, has maintained a history centerthat has outstanding coverage of all of its aircraft. Thisbook would not have been possible without the help ofLois Lovisolo at the Grumman History Center, and aspecial thanks to her is due here in this introduction. Thelarge majority of photographs used in this book weremade available through her efforts. Another specialthanks is due to Stan Piet, who contributed most of thecolor photographs.

For many years it has been assumed that the factorydrawings of the Hellcat had been lost, and other publica­tions have stated that this was the case. It is true thatthese drawings were misplaced, but they were recentlylocated. These were made available to Dana Bell, whodrew the five-view drawings for this book. Many hourswent into these drawings, and we believethat the result isthe most accurate set of drawings ever published on theHellcat. The factory drawings were loaded with manyhelpful notes, and provided much in the way of usefulinformation for this publication.

All versions of the Hellcat from prototype to dronesare covered on the following pages. Details include the

cockpit, engine, landing gear, tail hook, design details,and armament. Our Modelers Section reviews the readilyavailable kits, and provides a listing of older kits that arenow collectors items. A decal listing is also included.

The highlight of this book is an interview with CaptainDavid McCampbeil, USN (Retired), who is the Navy'sall-time leading ace with thirty-four confirmed air-to-airvictories. During the preparation of this book, CaptainMcCampbell extended an invitation to the author to visithim at his home in south Florida. During the interview hetalked about the Helicat, his own personal experiences,and the markings that were carried by the five Hellcatsthat he flew. Markings for his most famous aircraft, MinsiIII, have been reproduced as decals for modelers numer­ous times, but they are incorrect! Captain McCampbelltells what the correct markings were for this and otheraircraft which he flew. He was aiso kind enough to let theauthor make copies of some never-before-publishedphotographs from his scrapbooks, and some of theseappear in this book with the interview. The author isgrateful to Captain McCampbell for his time and generos­ity, and for his contributions to this book. He providedinformation and insight into flying the Heilcat in combatthat could only come from someone with his experienceand background.

The Hellcat was the Navy's most important fighter inWorld War II. It performed very well againstthe Japanese,accounting for over five thousand victories in air-to-aircombat. This total of aerial kills is the highest of anyfighter in history. Considering this, it seems difficult tobelieve that it served as the Navy's first line fighter foroniyabout three years, but during those years, it was themainstay of the fighter squadrons aboard the fieet carri­ers. Detail & Scale is pleased to make the Hellcat theSUbject of our first volume on a World War II fighter, andwe take this opportunity to announce that Volume 30 inthis series wiil be on the Hellcat's predecessor, the F4FWildcat.

3

OCT 7 19BB

HISTORICAL SUMMARY

The XF6F-l is shown here in overall bare metal. More detaifs 01 the XF6F-l are shown on page 16. (Grumman)

There are many ways to judge a fighter aircraft. Oftenits speed and maneuverability are measured to ascertainhow good it is. But is fighter A better than fighter B justbecause it is faster, or is fighter C better than fighter Dbecause it is more maneuverable? If so, why didn't the

Japanese Zeke annihilate every fighter it faced? Some­times other yardsticks are used, but many factors go in towhat makes a given aircraft an outstanding fighter. Whatis the real purpose of a fighter aircraft? A fighter isdesigned primarily to shoot down the enemy's aircraft inair-Ie-air combat and gain air superiority. A fightershould be judged on how well it accomplishes this pur­pose. If this criterion alone is used, a strong argumentcould be made that the Hellcat was the greatest fighterofall time. In only two years of combat, Hellcats shot down5156 enemy aircraft in air-la-air combat. This is the most

Grumman produced the Hellcat in large quantities veryqUickly. Here luselages 01 F6F-3s are shown on theassembly tine at the Grumman plant in Bethpage, NewYork. (Grumman)

4

aerial victories ever scored by one type of fighter. Manymore enemy aircraft were destroyed on the ground. Thebreakdown of air-la-air kills was as follows: Carrier­

based F6Fs shot down 4947 enemy aircraft, while anadditional 209 were shot down by land-based Navy andMarine units. Of the 6477 kills scored by Navy and Marinepilots, three out of every four were made in the Hellcat.Only 270 F6Fs were lost in combat, resulting in a 19to 1kill ratio.

All of this is not to say that the Hellcat was the bestfighter of all time or even of W"rld War II. It never had tofight other American fighters, nor did it have to fightBritish or even German fighters on a large scale. It wasdesigned to defeat Japanese tighters, and at this it wasvery successful. It would be impossible to pick any fighteras undeniably the best of all time, but the Hellcat certainlyperformed its mission as well as any fighter ever pro­

duced.The XF6F-1 began as Grumman's Design Number 50.

A contract was placed for two prototypes, 02981 and02982, on June 30, 1941. The first of these made itsmaiden flight on June 26,1942, flown by test pilot Robertl. Hall. This Hellcat was originally powered by a WrightR2600-16 engine that turned a Curtiss Electric three­bladed prop and produced 1600 horsepower. But this wasquickly changed to a Pratt & Whitney R2800-10 and a

Hamilton Standard propeller that produced 2000 horse­power. As has often been the case with Grumman's air­cratt, there was very little change in the design of the

12,200 Hellcats produced over the years. In fact, the Hell­cat was the least modified of any fighter that served forany amount of time in World War II. This is a testimony towhat was an excellent design in the first place, and atribute to the designers, engineers, and work force atGrumman.

Grumman's design philosophy can be contrasted to

With flaps down and engine racing, a Hellcat does final checks just prior to launch. When the He"cat entered service,most launches were accomplished simply by flying the aircraft off the flight deck. But the catapults were used more andmore in the later stages of the war. Noteworthy are the fairings over the .50 caliber machine guns. These fairings wereinstalled on approximately the first 900 F6F-3s built. (U.S. Navy via Grumman)

that of Vought's, who produced another excellent fighterin World War II, the F4U Corsair. Grumman stuck with asimple, straight-forward design that was easily mass­produced, and was als,? reliable. 'Many of the lines of theprevious F4FWildcat were used in the Helical. Therefore,Grumman's design 'was a known quantity for the mostpart while Vought was involved with the more radical.While the Corsair proved itself to be a superb fighter inthe air, its unorthodox design proved unsatisfactory forcarrier operations until modifications could be made.Later, Vought had similar problems with its FlU Cutlassand F8U Crusader. Both had radical design featureswhen compared to their contemporaries. The FlU had adesign like no other aircraft in the air, and featured twintails and a long nose landing gear strut that was bothtroublesome and dangerous for carrier operations. TheFBU had a never-before-tried variable incidence wing. Itscenterline and thrust line were virtually the same, and thisresulted in some unusual flight characteristics, particu­larly when power was quickly applied. Both were greataircraft in the air, but had their problems operating oncarriers.

It is not the purpose here to argue which companyfollowed the best course, because both had merits. But itcould be said that Grumman had less problems. While theCorsair would remain in front line service for a longerperiod of time once the problems were solved, Grum­man's approach was to build it simple, build it rugged,and build, build, build! At one point, in March 1945,

Grumman produced 605 Hellcats in a month's time, andthe Navy asked for a slow down in time of war!

One of the problems that was encountered with pro­ducing the Hellcat was the lack of plant space at Beth­page. Grumman obtained steel from the disassembledSecond Avenue elevated railway in New York City to helpbuild Plant 3. It has been reported that some of this steelwent into the production of the Hellcats, but the fact is

This photograph has the words "O'Hare's Favorite" writ­ten on 'Me back, making reference to the Medal of Honorwinner, Butch O'Hare. Over two hundred bullet holeswere counted in the skin of this F6F-3. The Hellcat was avery rugged aircraft, and was able to absorb a great dealof punishment. Note the nine victory flags under thecockpit which indicate that this Hellcat did its share ofdishing out punishment as well as taking it.

(Grumman)

5

Grumman employees gather around the "Hirohito Spe­cial," which was the 10,OOOth Hellcat built. (Grumman)

that it was for the building, not for the aircraft! The plantopened on June 1,1942, still not completed.

Incorporated into the Hellcat's design was a 250 gal­Ion internal fuel tank that provided it with the range thatthe Wildcat lacked. A distinctively shaped external tank of150 gallons could be carried on the centerline, and twomore smaller tanks could be fitted to pylons under thecenter section of the wings. However, these were seldomused. Armament consisted of six .50caliberguns on mostHellcats, but 20mm cannon were mixed in on F6F-5Nnight fighters. Up to 400 rounds per gun could be carried.Both the -3 and -5 could carry up to 1000-pound bombs,and six five-inch rockets could be carried by the -5.

Since the victor in air-ta-air combat was often the onewho saw the other first, the Hellcat was designed withgood visibility. The cowl line from the cockpit forwardsloped slightly downward, and the pilot sat high in thecockpit. Survivability was important, both for the plane

and the pilot. Grumman's "Iron Works" produced planesof steel that performed like sterling, and considerableprotection was provided for the pilot. The Hellcat did notexplode or catch fire when hit like the Japanese aircraftwere prone to do. It was easy to fly, even coming aboard acarrier, and this was due in a large part to the largest wingon any single-engine U.S. fighter in World War II.

The XF6F-2 was an experimental aircraft to test theaddition of a turbo-supercharger. but these tests did notprove successful enough to justify the production of theF6F-2. Thus, the first production version of the Hellcatwas the F6F-3, and, as photographs on the followingpages illustrate, there was little change from the originaldesign of the XF6F-1. The first flight of an F6F-3 wasmade in October 1942, and the first production aircraftwas 04775. A total of 4402 F6F-3s were built, with prodUC­tion changing to the F6F-5 in April 1944. The Royal Navy'sFleet Air Arm received 252 F6F-3s, which were originallycalled Gannets by the British, but later the name waschanged to Hellcat I.

There were three sub-variants of the F6F-3. Onewas aphotographic version that was made by simply addingcameras to the basic F6F-3. Most carriers had from two tofour of these F6F-3Ps included in their squadrons torecord the effects of strikes against land and sea targets.

6

The other two sub-variants were night fighters. The F6F­3E, of which only eighteen were built, had an AN/APS-4radar in a pod under its right wing. The more numerousF6F-3N (approximately 200 built) had an AN/APS-6 radarin a fairing on the leading edge of its right wing. Details ofthese two versions of the Hellcat night fighters may beseen beginning on page 28.

Carrier qualifications began on the USS ESSEX, CV-9,in February 1943. The combat debut was on August 31,1943, with Hellcats from ESSEX, YORKTOWN (CV-10),and INDEPENDENCE (CVL-22l, making a raid againstMarcus Island. Thus, only fourteen months had elapsedbetween the time the prototype made its first flight untilthe Hellcat entered combat. The strike was led by CDRJimmy Flatley who was flying an F6F-3 with three exter­nal tanks so that he could stay over the target and directstrikes for the longest possible period of time. The strikewas very successful, and although no enemy aircraft gotinto the air, several were destroyed on the ground duringthe Hellcat's baptism of fire. Only two Hellcats and oneAvenger were lost to anti-aircraft fire. while a third Hellcathad to ditch. The pilot Of the ditching Hellcat and the crewof the Avenger were rescued.

While producing the F6F-3, Grumman took the origi­nal XF6F-1 and modified it to carry four 20mm cannonsinstead of the usual six .50 caliber machine guns. Thiswas designated the XF6F-4 (see page 32), but it was notplaced in production. The F6F-5 then became the secondand most extensively produced version of the Hellcat. Atotal of 7870 F6F-5s were built, with 930going to Englandas Hellcat lis.

There was little change in design from the F6F-3, but itwas easy to tell the F6F-5 from the -3 because of its overallglossy sea blue finish that replaced the three-color

As the war progressed, lighters made up a larger andlarger percentage of the complement of aircraft on thecarriers. Therefore, in addition to air-to-air combat, theyalso had to be used to attack surface targets on the landand sea. Rocket racks were a permanent installationbeginning on late F6F-3s and on the F6F-5. Bombs couldalso be carried. Here a Hellcat flies over a Japanesedestroyer during the attack on Truk in February 1944.

(International News Photo via Grumman)

.---~--

Outside the plant at Bethpage, Hellcats share the parking area with the two Grumman piston-driven fighters thatfollowed it into production. An FBF Bearcat can be seen at the center of the photo, and a twin engine F7F Tigercat isvisible near the building just to the right of center. (Grumman)

scheme of the F6F-3. The R2800-10W engine with waterinjection, that had been installed in the last F6F-3s, pro­vided the power. Armament remained six .50 calibermachine guns. The big improvement was the ability of the-5 to serve as a fighter-bomber, and provisions for carry­

ing six five-inch rockets under the wings were standard.Bombs could be carried under the wing center section.Spring tabs were added to the ailerons to reduce controlforces, and this proved helpful in air-ta-air combat. Atslow speeds the Zeke was still more maneuverable, but athigh speeds the Hellcat was a good match. It was fasterthan the Zeke at all altitudes, and could outclimb it above

The Hellcat was the first Navy fighter to be fitted opera­tionally with a radar tor use in the night fighter role. Herean F6F-5N ffies in formation with two oUts successors. Anight fighter version of the Corsair and a Skyknight arealso shown in this photograph. (National Archives)

10,000 feet. The aft section of the fuselage and tail wasstrengthened, and the cowl was tighter fitting. The first-5s had the rear windows behind the cockpit, but thesewere soon deleted.

The F6F-5 first flew in April 1944, and quickly thereaf­ter was replacing the -3 in squadrons. Production beganin that month, and continued until November 16, 1945,when the Navy accepted the last F6F-5. As with the -3,there was a photographic F6F-5P that was made simplyby adding cameras to the basic F6F-5 airframe. F6F-5Eand F6F-5N night fighters were built by adding theAN/APS-4 and AN/APS-6 radars respectively to the F6F­5. The F6F-5N was fitted with a mixed battery of two20mm cannon and four .50 caliber machine guns. Cover­

age of the F6F-5 begins on page 45, with details of thenight fighters beginning on page 49.

Had the war continued, the XF6F-6 would have beenthe next production version of the Hellcat, but this nevercame to pass. Other versions of the Hellcat were alsoproposed, to include one with a bigger wing, and anotherwith a combination of piston and jet powerplants likewhat actually flew in the form of the Ryan Fireball. Butnone of these ever got past the drawing stage.

After the war, Hellcats were provided to France andUrugray. They remained in service with the U.S. Navy inreserve and training units into the early 1950s. They werealso used as drones, and a few were used as flying dronebombs during the war in Korea. But they rather quicklydisappeared from first line units as the F8F Bearcat, laterversions of the F4U Corsair, and then the new jetsreplaced them. But by then the Hellcat had done the job itwas designed for, that of Winning the air war againstJapan, and had done probably better than even itsdesigners had ever imagined.

On the pages that follow is a detailed look at theprototypes and the versions of the Hellcat that were pro­duced. Details common to most or all versions are illus­trated first. A look at each type begins with the XF6F-1 onpage 16.

7

HELLCAT DETAILSPRATT & WHITNEY R2800 ENGINE

Production versions of the Hellcat were powered by Pratt and Whitney's eighteen-cylinder, twin-row, Double Waspengine. The F6F-5, as seen in the photograph above, had the R2800-10Wversion with water injection to boost combatpower for limited periods of time. (Grumman)

8

A cutaway R2800 is on display at/he Naval Aviation Museum at NAS Pensacola, Florida. More details of the engine areprovided in these two views.

lI

Ij

(Grumman)These two photographs show many details of the engine installation in the XF6F-3.- '--

Above: Examining the differences in the engine cowlingwas one way to tell when a Hellcat was built. The fairingover the lateral exhaust, located just below the cowl flaps,was on the tirst 1500 F6F-3s. It was deleted beginningwith the 1501st, which was BuNo 40235, and was notpresent on the F6F-5. The lower cowl flap was only on thefirst 1264 F6F-3s. It was deleted beginning with BuNo39999. (Grumman)

Right: This photograph shows details of the exhausts onthe left side of the XF6F-3. The photograph was taken onOctober 29, 1942. (Grumman)

Below: The Grumman production line of F6F-3s is pic­tured on October 21, 1943. Engine exhaust details arevisible. The propeller was a Hamilton Standard Hydro­matic model. (Grumman)

~ --

- II

9

MAIN LANDING GEAR

An excellent view of the Hellcat's landing gear is provided in this photo ofan F6F-3 that is being hoisted aboard the USSYORKTOWN, GV-l0. (U.S. Navy via Grumman)

Below leff and right: These two photographs show detailsof the main landing gear. The lower leff photo also pro­vides a good look at the catapult bridle attached underthe aircraft. (Left National Archives, right Grumman)

10

Above: As the main gear retracted, it rotated ninetydegrees so that the wheel fitted into a semi-enclosed wellin the underside of the wing's center section. The majorportion of the wheel well door was attached to the strut,and a smaller door was attached to the wing and strut atthe forward end of the well. (Grumman)

Right: This is a front view of the left main gear fullyretracted. The lower portion of the wheel and tire remainexposed, but the doors cover the strut, the upper portionof the wheel and tire, and the forward portion of the well.

(Grumman)

At left is a photograph looking straight up at the forward end olthe left main gear well. The strut retracting mechanism isvisible. The hook to the left of the gear is for the catapult cable. Forward is to the top of the photo. The photo at rightlooks aft into the left gear well. A t the center of the well is the hook that locks the gear into place in the well. The interiorof the well was usually the same color as the underside of the aircraft.

11

L_

TAIL WHEEL & ARRESTING HOOK

The arresting hook is fully extended in this photograph.(Grumman)

Details of the tail wheel are visible here. The tire is a lOX 4Goodrich Silvertown. This photograph is of the tail wheelon the XF6F-3, and the style of the wheel and tire variedon production aircraft, as evidenced in other photo­graphs in this book. (Grumman)

The tail hook was housed internally in the aft section ofthe fuselage. When retracted, only the tip of the hook wasexposed. (Grumman)

In this view, the upper cover has been removed fromabove the hook, and the mechanism inside is revealed.Note that the aft position light is located on its ownmount. (Grumman)

12

WING DETAILS

The wing surfaces are clearly visible in this overhead photo. Note that the flaps are down and the ailerons are deflected.(Grumman)

IL

The wings on the Hellcat folded the same way as thewings on the F4F-4, FM-l, and FM-2 versions of the Wild­cat, and on the TBF/M Avenger. Details of the right wingfold are revealed here. (Grumman)

Details of the light on the right wingtip are shown here.Also visible is the pitot tube. which was located near theleading edge of the right wing tip. (Grumman)

13

MISCELLANEOUS DETAILS

A number of Hellcat details are visible on this F6F-5 that has been hoisted at the aft fuselage lift point. Note the rocketraUs, the pylon under the center wing section, the centerline tank and its braces, the aileron and its actuators, the pitot

tube, and the landing gear details. Compare the tail wheel and tire in this photograph to the one in the top photo on page12, and the F6F-3 in the top photograph on page 10. (Grumman)

With the wings folded, the Hellcat was quite compact.

(Grumman)

To assist the pilot and crewmen in getting up on thewings, a step with a spring-loaded door was located oneach side of the fuselage just aft and below the trailingedge of the wing. A hand hold, which also had a spring­loaded door, was located above the !tap. A white or blackline extended between the step and hand hold.

14

The canopy slid back on rails located on either side of thefuselage. Note the cabte that runs inside the rail and goesback into the fuselage on a pulley just aft of the rail. Thiscable attached to the canopy and moved with the canopyas it slid forward or aft.

The lift point being used in the photograph at the top ofthis page is shown here. It was quite simple, consisting ofa hole in each side of the fuselage with a tube runningbetween them. A smaller tube would be inserted throughthe fuselage, and the hoist would be attached to it.

ARMAMENT DETAILS

II

Above: Standard armament for most Hellcats was six .50caliber Colt/Browning machine guns. Three were locatedin aael1 wing in a staggered arrangement as shown here.

(Grumman)

Right: E;ector slots for the shells were located under thewings. These are the slots under the right wing of anF6F-5.

This photograph reveals the three guns in the left wing.Ammunition boxes are located in their proper positions,and a few cartridges are visible in the chutes for the twoinner guns. (Grumman)

This is the gun bay in the right wing with the guns andammunition boxes removed. (Grumman)

15

XF6F-1

The XF6F-l is seen at Grumman's Bethpage, Long Island, plant shortly alter completion. Note the exhaust details, thelarge landing gear covers, pitot tube on top of the right wing tip, and the spinner on the prop. The installed engine was aWright 2600-16 with a Curtiss Electric prop. This combination provided 1600 horsepower at 2400 RPM.

(Grumman)

This front view of the XF6F-l shows details of the engine,propeller, and wing fold. The lower cowl flaps are alsovisible. (Grumman)

These two photographs show details of the larger landing gear door that was originally installed on the prototypes. Thedesign of the door was considerably changed on the production versions. (Both Grumman)

16

XF6F-2....

17

The XF6F-2 is seen from below in this photograph. Many other details of the Hellcat's underside are visible here.(Grumman)

I,:',1~ ,e~

" I" I

- I-/

One XF6F-2 was built and tested with two different powerplants with turbo-superchargers. These included the WrightR2600-15 and the Pratt and Whitney R2BOO-21. The performance was not as good as had been hoped for, and theturbo-supercharger was less than reliable. The aircraft, 66244, was later changed back to F6F-3 standards for deliveryto the Navy. (Grumman)

IIL

II

Ii

III

I

IIII

III

---="'"

The large four-bladed prop of the XF6F-2 is illustrated inthis photograph which was taken on February 7, 1944.

(Grumman)

Above: This is the cockpit of the XF6F-2 as photographedon February 4, 1944. (Grumman)

Left: This close-up provides a good look at the nameFuzzy Wuzzy on the right side of the cowl. Also note theface above the name. The name came from the air flowindicators taped to the aircraft. (Grumman)

- I

This in-flight view shows the exhaust of the turbo­supercharger under the fuselage. Note the name FuzzyWuzzy on the COWling. (Grumman)

These two photos reveal further details of the XF6F-2 on February 7, 1944. The name Fuzzy Wuzzy is only on the rightside of the cowl Note the large bare metal sections on both sides of the fuselage.· (Both Grumman)

18

XF6F-3

The XF6F-3, 02982, was first flown on JUly 30, 1942. It was powered by the Pratt and Whitney R2800 engine, and wasvery similar to the XF6F-I, to include having the larger main landing gear covers. However, these did vary slightly indesign from those on the XF6F-1. Differences included a smaller exhaust area just ahead of and above the wing, and asmaller pitot tube that was located under the right wing tip as it would be on production aircraft. (Grumman)

The six-position, blue disc and white star national insignia are visible in this view of the XF6F-3.

•

\ (

(Grumman)

More details of the XF6F-3 are revealed in these two photographs. (Both Grumman)

19

Above and below: Fronl and rear views of the XF6F-3 provide a look at the remaining external details of the aircraft.(Both Grumman)

The cockpit of the XF6F-3 is shown here. Compare this to the production cockpit in the F6F-3 illustrated beginning onpage 24. (Grumman)

20

I

L

F6F-3

.------------The production F6F-3 is shown here with features common to the first examples produced. Note that the radio mastbehind the cockpit is canted forward. Beginning with the 910th F6F-3, 65890, this was changed so that the mast wasperpendicular to the centerline of the aircraft. It was located slightly to the right of centerline on the first 2560 F6F-3s,then slightly lelt of centerline beginning with BuNo 41295. As mentioned before, the gun fairings were only on the firstproduction aircraft, extending through BuNo 26195. The landing light under the left wing (seen just inboard of thenational insignia) was deleted after the 272nd F6F-3, which was BuNo 08885. The lower cowl ffap was deleted on the1265th example, which was BuNo 39999. The bUlged fairing over the lateral exhaust is not present on this Hellcat.

(Grumman)

Taken on January 29, 1943, this photograph shows an early F6F-3 in flight. Again note the features of the earlyproduction aircraft as listed in the caption above. The aircraft ;s painted in the standard Navy scheme for that timeperiod, consisting of non-specular blue/gray on the upper surfaces and sides, and light gray on the bottom. The aircraftin the photo at the top of this page is also in this paint scheme. (Grumman)

21

HeJlcats, Avengers, and HeJldivers start their engines inpreparation for a strike in mid-1944. The Grummans arecharacterized by their wings being folded back alongsidetheir luselages, while the Hel/divers'wings fold overhead.

(U.S. Navy via Grumman)

This F6F-3 was painted overal/ yel/ow. The photograph isdated March 13. 1943. The aircraft was unarmed, ,mdwa§used for radio controlled dive tests. It was later lost in anaccident during one at these tests. (Grumman)

22

Above: An excellent view of Hellcat details is provided inthis photograph. The aircraft is tied down to the deck ofan ESSEX ctass carrier. In the background is the mostfamous carrier of the war, the USS ENTERPRISE, GV-6.

(U.S. Navy via Grumman)

Left: Deck crewmen make checks on this F6F-3 as theaircraft is prepared for launch.

(U.S. Navy via Grumman)

Radio gear and control cables are visible in the aft fuse­lage section ofan F6F-3. The lead fro,!, the radio mast canbe seen entering the fuselage at the top of the photo­graph, which is dated February 10. 1943. (Grumman)

This F6F-3 wears the three-tone paint scheme consisUng of dark blue upper surfaces, intermediate blue fuselage sidesand vertical tai/, and white undersides. The national insignia has the short-lived red surround, and is a four-positionarrangement instead of the earlier six-position variety. In the four-position arrangement, the insignia was deleted fromthe underside of the left wing and the top side of the right wing. (Grumman)

The centerline fuel tank is present on this early F6F-3. Note the gun fairings and lower cowl flap. (Grumman)

Hel/cats form the backdrop to an inspection formation forthe crew of this eVL. Another eVL can be seen in thebackground. Hel/cits usual/y teamed with A vengers toform the air groups of the eVLs, and also I/ew from someeVEs. (u.s. Navy via Grumman)

With a five-inch gun firing in the background, Hellcats areseen being prepared for launch from the USS YORK­TOWN, eV-IO. The carrier in the distance appears to bethe USS ENTERPRISE. (U.S. Navy via Grumman)

23

F6F-3 COCKPIT DETAILS

Details of the Hellcat's windshield, sliding canopy, and rear-vision window are seen here. The framework for thebullet-resistant glass in the front of the windshield is also visible. This is the style of windscreen used on the F6F-3N andthe F6F-5. (Grumman)

The seat, shoulder harness, and lap belt are se.en in this

view looking straight down into the cockpit.(Grumman)

24

This photograph is of the same aircraft as seen at left, andthe camera location is the same. However, the seat hasnow been removed, and more details are visible.

(Grumman)

The instrument panel center console, and rudder pedals in F6F-3, 04875, are visible in this photo. There are only tenmajor instruments on the main instrument panel. Note the name Grumman on the rudder pedals. The Heflcat's cockpitwas considered comfortable and well laid out. (Grumman)

I

I

I

I

I

III

The left side of the cockpit includes the throttle andmixture controls, trim controls, cowl and oil cooler flapsWitches, wing flap switch, and landing gear lever. Take­off and landing check fists are inscribed on a panel abovethe landing gear lever. (Grumman)

The right side of the cockpit had more of the traditionalconsole arrangement. Keys for the entire cockpit of theF6F-3 are found on the following page. (Grumman)

25

F6F-3 COCKPIT KEYS

I. t·a....'~lo' l'to''':,t'd .\i. c ....",.t (,\u. S'al". Oalr) 11. ' i.1:" (;n. C_lrolL Il.'I;"" l'i~jl<" II\. ,\II; ~I~'

3. ('l""k I'. H...w~, '·....al.I. ,.."",." I;~n ~:""""""t· Lo.'~r;." Control :0. ,\l,~"""" I.d"a,o.li. 11;' 1..... ' G". ~r. I:.n \1o.,,,iu C...I,."C. (· ~a"" ::. C..k,it lI~ol'" \'••1,011. I:."-.,;,,ho ~. T.,n ud Il..k '.";ntnr8. '\11it."~ (;no ZI. '\"''''".'''.n Il.....d.• C.u'"",. Cho., d l.i~M :Z:;. FI I !.l.hl. C ',..1

" .•\1ti, ..d~ G,T. ("al<i." Kn.~ ~C. Ila,~ ..t l1i"'b l••;<a'....II. Tad..,... ~I~' Z1. Winl:" 1....\ Sot,l, '·"n,...1 Ilandl.IL W••~. {l ..an'i., 'i.".......\.O.I. l'i1nteM :1\. .\lanif"ld ,., .......... G.un. In''' ....,n' 1',.,1 ~'h.".,,,",n' l..i~h. ~. (·h"bo>••dH. C,Ii...!.. lIud 'I",,,,p'TOI,,.' (;a,,~ :ltI. Oil·'. T '.",. (:•••1~. Oil I·,......",. r;au ~1. •· 1 I· ",. (i •• ,16. LandinI:" ti,.. & Win" nap ,'...l.i"n Indkal". n. ~· I 'lo""lil~ Gu,.

INSTRUMENT PANEL

iA..... I " C...kp;, 1.IRhl:. T.il Wh 1 1.D<k C.."lrg!3. ll~dd~t TTh.. 1'01> ('".....1t. C.... J ~ "" (""M'O!~. Oil l· ,I ·I"L~r<_I.r Sloull..~ {'''''troJI. f),onlbl. F".I 'rank 11.1..... S. H.bt. ~l••~ lli""pl,,,u ~";I<h

8. Up_ l...ft {'....kpl' Li.hl,. 1'1>"'111. ('''''''01

10. ~li"ur. CoM,,,111. Wi,," Flap .:1... ,,1,0' ~~it<h

I:. So,.,<ho,••r <:..",,,,113. W.,.. Ini«'ioft C".,."I S~it<h

II. Wi." na, ~I.ng.l {'"",tTolU. :110' COM15. .:I<••,or Tn.. Tab C""",.I11. Ail....",. Tri .. 1'.10 j·... ' • .,118. 1'...1 Took 1'.........;.i", ('.... ,""1I'. f',opfll..-. l'it.h Con, ...JZO ~·...r S.l... ,., \'o1H Di.lh••21. Iln,,,-. F",l Tnk ",u,..b'nl ControlU. •·...1 Tuk S<k<,o. \",1.. ('oM,,,l21. Oil 1);\""... 8 ..-1I,h21. 1"'01"'11.. \'i,.h "<Tn;.. CoM.a'2S. EnKin. C.... ' ...1 Q..dTOnl F,i.tl<l" 1<0010U Au.ili..," n..,"i< rotl rump S~it<h

I. ("ahi. Slidin" Hood C..nl<ol:. 1411.. , S~;..h3. 'I1.i••:1",,,...1 Oi,t,ih' ..... ".ulI. U""t,i<.l "an.\ !..i.M~. lI.dio ('0., ...4C. 1I«<>"n"'on Li"ht.1. lIand r ....p S.I...loT \·.h.ll. .lit lIil<ht C",,\pil Shit !..i.htt. 1"~,.,,Ii< s"t<... P........ (;.«.

10. I..ndin" G,.. 1::"'''1<'.<' n"mp I·,~...... G'I~\1, Wi.1< I_kinr l1,d,""11< Control

IL )01 1 It , Flu.il Rnak.. P.....IIS. A<<r I. II ~ 1'.."."1 11<1.,,<. 1I)'dnolir U..d I'..",.IS. "'.......II·..~I,.. lI..d "'ir,o~o••11. PI ,o,,,,,hnl. C.,I,ldU Clip.Ill. r,..'""hl. 1'1.1,,1 Ilrl.I ......,. Rod'" C:o",'ol~

ztI. , ....' 1,.."a"I".. S_It.h21. In' ~~"ip",.n' S"ppo<1

LEFT SIDE

26

RIGHT SIDE

MIXED GUN BATTERY

Above: A mixed battery of one 20mm cannon and two .50caliber machine guns was tested on this late F6F-3. Thisarmament combination was not adopted for the standardHellcat fighters, but was used on many F6F-5N nightfighters. (Grumman)

Right: This is a close-up view of the 20mm installation in

the left wing. The cannon simply replaced the inboard .50caliber gun in each wing. The two other guns remained asthey had been in the standard six .50 caliber installation.

(Grumman)

1-

These two photographs show the mixed gun baffery in each wing. Notice the larger feed belt for the 20mm cartridges as

compared with the .50 caliber chutes. (Grumman)

27

F6F-3N

The F6F-3N night fighter version of the Helfcat was simply a standard F6F-3 with an AN/APS-6 radar mounted on thestarboard wing. The antenna was (aired infO a radome, and other associated equipment was located inside the fuselage.Approximately two hundred examples were buill, and the first entered service in November 1943. (Grumman)

Night-fighting Hellcats often worked in consort with an Avenger, as seen here. It was during one of these operationsthat Medal of Honor winner Butch O'Hare was lost in action. (U.S. Navy Grumman)

Details of the radar fairing are visible in this close-upphotograph. (Grumman)

28

The armament for the -3N remained the standard six .50caliber machine guns.' (Grumman)

IAbove and below: These two photographs show the radar scope installed in the center of the instrument panel in anF6F-3N. (Grumman)

29

F6F-3E

The other -3 night fighter version was the F6F-3E, but only eighteen of these were built, An ANIAPS-4 radar was housedin a pod beneath the right wing rather than being in a fairing. (Grumman)

Radio equipment for the ANIAPS-4 was located in the fuselage. (Grumman)

30

The radar scope in the F6F-3E was considerably different than that used with the AN/APS-6 in the -3N.(Grumman)

L

Radar operating controls were located on the left side ofthe cockpit. (Grumman)

The right side of the cockpit remained virtually the sameas it was in the standard F6F-3. (Grumman)

31

bv;JI..

XF6F-4~/

The first Hellcat XF6F-1 prototype, 02981, was used as a test bed for the XF6F-4. This version replaced the six .50 calibermachine guns with four 20mm cannon, and was powered by a Pratt and Whitney R2800-27 engine. The aircraft wasflown for the first time in this configuration on October 3, 1942, but was never accepted for production. It wassubsequently converted to a standard F6F-3 and delivered to the Navy. (Grumman)

This is the instrument panel in the XF6F-4. (Grumman)

32

HELLCAT COLORSLeft: Three color schemes were used on Hellcats duringthe World War /I years. The first one was used only a shorttime on the F6F, and consistedofnon-specular blue/gray(FS 36118) on the upper surfaces, and non-specular lightgray (FS 36440) on the undersides. The national insigniawas a dark blue disc with a white star, and it was located insix positions on the aircraft. This was the standardscheme used on Navy fighters at the time the Hellcatentered service, but it was soon replaced by the three­tone scheme seen below. (Grumman)

Above center: The three-tone scheme consisted of non­specular blue (FS 35042) on' the upper surfaces, non­specular intermediate blue (FS 35164) on the sides andvertical tail, and flat white on the undersides. A white barwas added to each side of the national insignia, and for ashort time in 1943 the entire insignia had a red surround.Later this was replaced with dark blue around the bars,and the red was deleted. This insignia was located in onlyfour places on the aircraft, being deleted from the under­side of the left wing and the top of the right wing. How­ever, exceptions to this rule did exist. (Grumman)

Right: The final paint scheme on the Hellcat was overallglossy sea blue (FS 15042). There was no separate bluedisk around the stars or blue outline around the bars inthe insignia since the plane itself was dark blue. For atime, white geometric shapes designated the carrier towhich an aircraft was assigned, and these were laterreplaced with letters. Note the antenna offset to the left ofcenterline just behind the canopy.

(National Archives via Piet)

33

L __

ON THE CARRIERS'j

"-Above left and right: Photographs like these, showingaircraft positioned next to the superstructures of theircarriers, were very popular during the war, and have oftenbeen published, At left is an early F6F-3 on the USSYORKTOWN, GV-l0, in May 1943, The aircraft is in theblue/gray over light gray scheme, The deck crewmen areready to pUll the chocks from the wheels as the aircraft isprepared for launching, A t right is another F6F-3 in aworn three-tone scheme. The photograph was takenaboard the USS YORKTOWN in August 1943, Althoughalmost indistinguishable in the photograph, there is asmall 00 under the horizontal tail, indicating that this isthe GAG's aircraft (Left National Archives via Piet,

right US Navy via Grumman)

Left: This Hellcat is taxiing forward after landing aboardthe USS LEXINGTON, GV-16, Note the raised barriersbehind the aircraft (National Archives via Piet)

These two flight deck scenes were taken aboard the USS YORKTOWN, GV-l0, At left, several F6F-3s warm up prior tolaunch, and at right, Hellcats are being respotted by deck crewmen on the aft end of the flight deck,

. (Both National Archives via Piet)

34

Hellcats, with wings lolded, are positioned in Iront 01 SBD Dauntless dive bombers on the flight deck 01 the USS ESSEX,CV-9. Aircralt are in the blue/gray over light gray scheme, indicating that this photo was probably taken during the lirsthalf 01 1943. (U.S. Navy via Grumman)

An F6F-3 is being hoisted aboard a carrier in this photo.V5 is on the wing, and part of the red surround is visiblearound the national insignia on the fuselage. Note thetape on the guns, and the bomb rack on the center section01 the wing. It is visible just under the guns.

(U.S. Navy via Grumman)

The flight deck officer gives the signal to pull the chocksas this F6F-3 is readied lor launch.

(U.S. Navy via Grumman)

These two photographs show Hellcats and Avengers aboard the USS COWPENS, CVL-25, during the raids on theGilbert Islands. Note the variations in the color schemes and markings on the aircraft. Air groups on the CVLs wereusually comprised of Hellcats and A vengers, meaning that every plane on the ship was a Grumman product. althoughmany Avengers were actually built by General Motors as TBMs. (Both National Archives via Piet)

35

HELLCAT DRONES

After the war, many Hellcats served as drones. These aircraft were usually painted in very colorful schemes andmarkings. This is an F6F-5K, which was photographed at NAS Atlantic City on March 13, 1946. This aircraft and severalothers were used in the atomic bomb tests known as "Operation Crossroads." (National Archives vi~ PietY

These two photographs show more of the Hellcat drones used in "Operation Crossroads." Note that each aircraft had adifferent colored tail and a different tail number. (Both National Archives via Piet)

This F6F-3K is pictured at NAS Johnsville, Pennsylvania, in 1945. The close-up at right provides a look at the insignia onthe cowling. (Both ArnoldlNASM via Piet)

36

F6F-5K

Hellcat drones were also used as flying bombs against communist targets during the Korean War. Here an F6F-5K isbeing readied for launch from the USS BOXER, GV-21, while the control pfane, a Douglas Skyraider, is launched fromthe starboard catapult. (National Archives via Piet)

--- -_ :lIiii

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This drone was used for static firings of the Sparrow I air-fa-air missile at Point Mugu. A black pylon was located underthe right wing. In the photo at right, the missile is in place. Bon Ami cteaner was rubbed on the underside of the wing toregister the blast pattern of the missile. Afso see page 53 for more details of these tests.

(Both National Archives via Piet)

37

NAVAL AVIATION MUSEUM HELLCAT- I '-" -~ ~~'i,: wi! -

....

A former F6F-5K drone was restored by the Naval Aviation Museum to represent one of the Hellcats flown by DavidMcCampbell, the Navy's leading ace. The real Mfnsf Iff had the small rear vision windows iust behind the cockpit, andthe name Mlnsllli was in yellow, not white, but otherwise the aircraft was restored very well. It is understandable that thewindows were not added, but hopefully the name will be changed to yellow in time. This Hellcat is but one of manybeautifully restored aircraft at the Naval Aviation Museum, which is located at NAS Pensacola, Florida. Detait & Scaleencourages everyone to see and support the excellent efforts of the museum and Us personnel.

This is the instrument panel in the Naval Aviation Muse- Engine colors and details are revealed in this photograph.

urn's Hellcat.

This is the right side of the cockpit. The name GrummanThe left side of the cockpit is shown here. is still visible on the rudder pedals.

38

I,

RESTORED HELLCATS

Several Hellcats have been beautifully restored, and remain in flying status today. The arrow insignia on this restoredF6F-5 is based on that carried by aircraft assigned to the USS BUNKER HILL, CV-17. The aircraft is N79863, and isowned by Aerial Classics in Atlanta, Georgia. (Leader)

39

N4994V, a former drone, belongs to Planes of Fame inChino, California. It, along with the other restored Hell­cats pictured on this page, remains in flying condition.The Confederate Air Force also has a flying F6F-5, whichhas a civil registry of N1078Z. (Leader)

This is the cockpit in Brucia's restored Hellcat.(Munkasy)

Peter J. Brucia's restored Hellcat, which has been name "KfTTY KAT", is shown in these two photographs which weretaken in 1967. His name can be seen under the cockpit in the photo at left. The aircraft has since been transferred toDoug Champlin. It is an F6F-3, and it has a civilian registry of N103V. (Both Munkasy)

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HELLCAT PILOTS

David McGampbaii was a Madal of Honor winnar and tha Navy's laading aca of aii tima. Twanty-ona of his thirty-fourvictorias ara shown in this ohotoaraoh. (National Archivas via Piat)

Right: Savaral Haiicat pilots pasa for a pictura aboard thaUSS LEXINGTON, GV-16, in lata 1943. This pbotographprovidas a good look in color at tha flight gaar worn byHaiicat pilots. (National Archivas via Piat)

40

DIMENSIONS

DIMENSION ACTUAL 1172nd SCALE 1/48th SCALE 1/32nd SCALE

Wingspan 42' 10" 7.14" 10.71 " 16.06"Length 33' 7 " 5.60" 8.40" 12.60"Height (3 Point) 11' 7 " 1.93" 2.90" 4.34"Stabilizer Span 18' 6 " 3.08" 4.63" 6.94"Wheel Track 11' 0 " 1.83" 2.75" 4.13"Prop Diameter 13'J " 2.18" 3.27" 4.91"

DETAIL & SCALE 1/72ND FIVE-VIEW DRAWINGS

ALL VIEWS ARE OF AN F6F-SEXCEPT AS INDICATED

c'~-'l

\ \, ,, I

L __J Position of folded right wing72 NO SCALE

~ FIVE-VIEW DRAWING

DETAIL & SCALE,INC.

1

(f)ana {f3ell

I,I,I I I I I I I I I I IQ i 2 J -t 5 10

SCALE IN FEET

20

41

Front view rotates around fuselage reference line, notthrust line.

Position of folded wings

~llliJ

72 NO SCALE

~ FIVE-VIEW DRAWING

DETAIL & SCALE, INC.

1

Metal cover on underside of flaps for all aircraft with RP \--==---/

(rocket) installation. MK V-1 installation is shown.

42

r-'-

Centerline of tank is parallel to thrust line. Tank hangs _0_61.25" below thrust line.

Tanks 28301 (aluminum) and 28350 (steel) are inter­changeable. Useable tank capacity is 150 gallons.

Use tank 011:

DETAIL &SCALE, INC.

~~~~---7~~~N"""D"'---SCALE

QI FIVE-VIEW DRAWING

F6F-3F6F-3NF6F-5F6F-5N

F6F-3 LEFT SIDE VIEW

26087 & up26104 & up58107 & up58100 & up

o~~\

43

A-A

F

,/ -', L/ \

r \ B\ J\ /

~USelage reference line is parallel to wing chord line.Thrust line and cowl reference lines deflect three degreesdown.

08945 - 6623240010 - 41510(except 41302)41764 - 4312058004 - 586415864258643 - 589595896058961 - 5898970038 - 7299177349 - 7767177680 - 777487774977750 - 777567775777758 - 7779177-827 - 77960

77968 thru end

F6F-3NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5NF6F-5N

F6F-3NF6F-3N

RADAR INSTALLATIONS

AlAAlAAN/APS-6AAlAAN/APS-6AAlAAN/APS-6AAN/APS-6AAN/APS-6AN/APS-6AAN/APS-6AN/APS-6AAN/APS-6AN/APS-6AAN/APS-6

AlA: SperryAN/APS-6: Dalmo-Victor WestinghouseAN/APS-6A: Dalmo-Victor Philco

AlAAlA

DETAIL & SCALE, INC.

~~~iiL-7..!~-N-D--SCALE

8 FIVE-VIEW DRAWING

AT-4/ARN·1 ANT[NNA80TH SIDES, IdING STA. 59

F6F-3/5N AN/APS-6 RADAR FAIRING

44

Nacelle mounted on right wing only, 214 7/16" from aircraftcenterline. r

I

F6F-5

One of the first F6F-5s sits on the ramp at Bethpage. It hasthe small windows behind the cockpit which had beenused on the -3, but this feature was deleted on later -5s.The introduction of the -5 came about at the same time asthe Navy was changing to the overall glossy sea bfuescheme. (Grumman)

A factory-fresh F6F-5 is shown parked outside Grum­man's plant. This is a later production aircraft than theone in the photograph at the top of the page, as indicatedby the lack of the windows behind the cockpit.

(Grumman)

...Five F6F-Ss are seen in post-war markings. The red barhas been added to the national insignia.

(National Archives)

F6F-5s from Advanced Training Unit 102 are seen here inflight after the war. (Grumman)

aof>l<r.£r.loo.~ ~ .~'"' :;

~~ ~7

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L

Hellcats, Hellcats, and more Hellcats! /n March 1945, Grumman produced over 600 Hellcats. The production rateactually got so high that the Navy asked Grumman to cut back. This was a benefit of an outstanding effort by Grummanand its employees, and the fact that America never had its production facifities bombed during the war. Grummanproduced all of the Hellcats built, unlike the Wildcat and Avenger that were a/so built by General Motors. These twophotographs show Hellcats parked outside the Grumman plant. In all, 12,273 Hellcats of all types were produced.

(Both Grumman)

45

10,OOOlh HELLCAT

The 1O,000th Hellcat, previously seen on page 6, was specially marked and delivered to its carrier in a special ceremony.10,OOOth HELLCAT was painted in white on both sides of fhe cowling. Here it is seen landing aboard the USSTICONDEROGA, CV-14, where it was assigned to VBF-B7. (Grumman)

;;......----:.......This photograph, taken before the aircraft left Bethpage,shows special markings on one of the propeller blades.Note that the 76, seen on the cowl and forward landinggear doors in the other photographs, had not b.een addedyet. Also note that the color of the propeller hub is differ­ent. (Grumman)

46

With unit markings now added, the Navy takes delivery ofthe Hellcat aboard the USS TICONDEROGA.

(Grumman)

Details of the front instrument panel and center console are visible in this photograph. (Grumman)

L

"h~ Ril'-S d;Ir~.. 'rQ'" ,"" 1'6"·J;n .ht rollc1~;nt '''1>«10;

l. Oil r""l.r 1;llUu., C".",..I~. I'">d.~. l'",p""hl. T.,,~ ~luuol 11.1.... Control~. ,\"ti.B1"~UII' !l'~I1I",,,,

t. In' ",,\., ShUll" ("on"olS. 1l ~.1 of ,"" .' ..,1 L.... ' Worn;n. l.bht

This is the left side of the cockpit in an F6F-5. The circlednumbers point out the differences from the F6F-3.

(Grumman)

no. nl_~ d... ,.I ......~ '6J'.J n. ,t.. ,_.,., ,~_"

I "'-r.t", "'''.'0' u.~,:. In" n..,."..... "'.i"~

3. I<a<l~, 'I""" ._,••1"''''.• R•..,~... l'..j",,;I•.\".,." !'.".h~ 11'1' ,'""",,1,

The right side of the F6F-5 cockpit is shown here. Again,most features remain as they were in the -3, but fivedifferences are noted. (Grumman)

47

Each aircraft was thoroughiy checked out and test flown before delivery to the Navy. Here a F6F-5, with its productionnumber on the cowling, is being run up during engine tests. (Grumman)

Although fairly quickly replaced with more advancedfighters after the war, and then by the first jets, the Hellcatdid continue to serve on for some time. Here F6F-5s flyover the USS LEYTE, GV-32. In the background is theUSS MIDWA Y, CVB-41, and an unidentified ESSEX classcarrier. (U.S. Navy via Grumman)

The F6F-5 had a different windshield than the F6F-3. Partof the overhead framework was deleted, and the forwardpart of the windshield was bullet-resistant glass. On theF6F-3, the bullet-resistant glass was a separate pieceinside the windshield. This design was also used on theF6F-3N night fighter. (Grumman)

F6F-5, 79863, was one of a few Hellcats spared destruction. It was restored, and is the same Hellcat shown at the top ofpage 39. (Both Grumman)

48

F6F-5N/E NIGHT FIGHTERS

As was the case with the F6F-3, night fighter -5N and -5f versions were made using the F6F-5 as a basis. As before, theANIAPS-4 radar was used on the F6F-5f and the ANIA PS-6 was fitted in the -5N, which was the more prevaientversion.This is an F6F-5N with the radar fairing installed in its starboard wing. (Grumman)

i

L

These ciose-ups show the ANIAPS-6 radar fairing in better detail. Note the white barofthe nationalinsignia extendingon the radome. (Both Grumman)

The mixed gun battery shown on page 27 was usually used on the F6F-5N. Fiash hiders were often placed on the gunsand exhausts to keep from blinding the pilot. However, they are not present in this photo. (Grumman)

49

XF6F-6

Had the war lasted longer than il did, the F6F-6 would probably have been the third production Hellcat. Two prototypeswere built by modifying airframes 70188 and 70913. The first XF6F-6 made its maiden flight on July 6. 1944, andachieved a top speed of 417 mph. A Pratt and Whitney R2800-18W engine was installed, and was fitted with a HamiltonStandard four-bladed propeller. This is a front view of the first XF6F-6. (Grumman)

The basic lines that had been designed into the Hellcat since day one remained the same for the XF6F-6.(Grumman)

IThe tight-fitting cowi and the exhaust of the XF6F-6 are visible in these two views..

50

(Grumman)

The instrument panel, center console, and rudder pedals of the XF6F-6 are shown in this photo. Note the torquemeterlocated at the center top of the instrument panel. It was used only for test purposes. (Grumman)

I

iI

LThese left and right side views of the XF6F-6 cockpit show that little was changed from the earlier models of the He/lcat.

(Both Grumman)

51

HELLCAT DRONES

Hellcat drones were first designated with the suffix 0, and then later with K. Extra antennas appeared on the spine of theaircraft, and were associated with the radio control gear that was fitted. Wing tip tanks were installed on some of thedrones. . This F6F-5K receives its last salute as the engine is run up by the pilot. (Grumman)

These two photographs show the markings of a red F6F-5K. which has had its wing tips modified for tanks. All markingsare in white except the national insignia, which is the standard red, white, and blue. The anti-glare panel is flat black.

(Grumman)

This F6F-5K put In an appearance at the Detroit,Air Races in 1961. The win9 tips are not modified on this aircraft. Themarkings are all in white, and the front of the cowling is yellow. The usual antennas associated with drones are missingfrom the spine. (Grumman)

52

rI

I

II

I

IJ_

SPARROW MISSILE TESTS

As shown in color on page 37, this former F6F-5 was used for test firings of the Sparrow I air-to-air missile. A camera podto photograph the launch of the missile is mounted on the centerline station. (National Archives)

Missile and pylon details are visible here. Imagination could suggest what such armament would have done for theHellcat's 19 to 1 kill ratio if it had been available in World War II! Of course, the Sparrow was not designed for the Hellcat,and would have affected ffight performance. As a radar guided missile. it would have also required the Hellcat to carry aradar. Perhaps it is best that it was only used for test firings after all! (National Archives)

53

~ ---

EXTERNAL STORES

-------~- ---- -~ --In addition to its gun ordnance, the Hellcat was fitted with several types of external stores. HVAR 5-lnch rockets werefirst tried under the wings of the F6F-3, and three zero-length rails for these rockets were standard under the wings ofthe F6F-5. This -5 carries six 5-inch HVARs and two Tiny Tim rockets under the wing center section.

(National Archives)

A Tiny Tim is being test fired from this F6F-5.(National Archives)

--~

ROCKETS

A t left is a 2.75-inch rocket mounted on one of. three rails under the left wing of an F6F-3. Such rails never becamestandard on U.S. Navy Hellcats, but were used on British F6Fs. At right is the same type of rocket on zero-length rails.The zero-length rails used for the 5-inch rockets were larger than these. (Both Grumman)

54

BOMBS

As Hellcats made up larger and larger portions of carrier air groups, they displaced the dive and torpedo bombers.Therefore they were used to carry bombs up to the 1000-pound size. A 1Ooo-pound bomb is shown on its dolly beneaththe centerline of a Hellcat. (Grumman)

T';II\ ,.1

These two photographs show bombs attached to the centerline station. However, this station was usually used for the150-gallon drop tank, while the bombs were carried on pylons beneath the center section of the Wing.

(Both Grumman)

The earlier style bomb rack is shown here on an F6F-3. The bomb appears to be a 500-pound general purpose type.

(Both Grumman)

- -­.---. ---

'ji:"-The later style bomb rack is shown here. The bombs are said to be fire bombs, but they are of different types.

(Both Grumman)

55

TORPEDOESJt7

J': ~I' • > (

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~,

V

It was logical to try to fit a torpedo under the Hellcat, and it was demonstrated that it could be carried successfully.However, bombs proved more successful than torpedos at sinking ships, and the aerial torpedoes in the U.S. Navy'sinventory during World War /I were not the most reliable weapons, to say the least. Therefore, the Hellcat never carried atorpedo in combat. (Grumman)

~t.....- .A torpedo and its loading dolly are shown here beneath an F6F-3. (Grumman)

At left is a head-on view of a loaded torpedo, and at right is a close-up of the attach point and suspending cables.(Both Grumman)

56

BRITISH HELLCATS-

The Fleet Air Arm 01 the Royal Navy operated both the F6F-3 and F6F-5 versions 01 the Hellcat. Although originallynamed the Gannet, the British changed the name to Hellcat in January 1944. This is one 01252 F6F-3s supplied to theBritish under the Lend-Lease program. (Grumman)

There were 930 F6F-5s delivered to the British. This newly completed Hellcat awaits delivery to the Royat Navy outsideGrumman's plant. (Grumman)

LCDR Edward Walthal 01 the Royal Navy checks out aBritish Hellcat at the U.S. East Coast Modification Center.

(Grumman)British women also got into the act. Here a Royal NavyWREN inspects an F6F-3. (Grumman)

57

INTERVIEW WITH DAVID McCAMPBELLNote: Captain David McCampbell, USN (Retired), is theNavy's all-time leading ace. with thirty-four confirmedair-fa-air victories. All of these were attained while flyingthe Hellcat as the Commanding Officer of Carrier AirWing 15 on the USS ESSEX (CV-9). Alterattending Geor­gia Tech for one year where he took up engineering anddiving, Captain McCampbell transferred to the U.S. NavalAcademy as a member of the class of 1933. While there,he was an intercollegiate diving champion, and was goodenough to have been selected for the 1932 Olympics.However, priority went to academics, and he did notcompete in the Olympic tryouts. Nine of his air-fa-airvictories came in a single mission on October 24, 1944,and for this he was awarded the Medal of Honor. His ninekills in a single mission is a record for al/ American andallied fighter pilots, and all of his thirty-four kills werescored during a single tour in combat. This is also arecord. AIter the war, he remained in the Navy until 1964,and among his assignments was a tour as commandingofficer of the USS BON HOMME RICHARD (CVA-31).The following interview was conducted at his home onSeptember 9, 1987, just a few days before this book wentto press. In it he discusses the Hellcat, his own experien­

enees, and the markings on his personal aircraft. Ques­tions asked by the author are in regular type, whileCaptain McCampbell's comments and answers are inbold type.

Let's start with the Hellcat itself. As someone who scoredall of his kills in the Hellcat, what do you remember themost about the Hellcat as a fighter aircraft?The Helical was an outstanding fighter plane. It per­formed well, was easy to fly, and was a stable gun plat­form. But what I really remember most was that it wasrugged and easy to maintain. I usually landed first aheadof my wingman Roy Rushing. Once I had pulled forwardand had gollen oul of my aircraft as Roy landed andtaxied forward. We gave a thumbs-up sign 10 Ihe deckcrew if the fighter was all right, and needed nothing otherthan refueling and rearming before being ready to goagain. Here came Roy giving a thumbs-up, yell could seehis number nine piston pumping oil through the cylinder.The damage had not been even noticeable to him. That iswhall mean by rugged. II could lake a 101 of punishmentand still fly. Everyone ot my kills exploded or at leastcaught fire. The Hellcat just did not do that. And it waseasy to maintain. I remember that our mechanics couldchange an entire engine in just four hours. Most parts ofthe aircraft were easily reachable, and simple to work ont .

'.You had a chance to fly the F4U Corsair. How did itcompare to the Hellcat?The Corsair was a little faster, and had a little better rate ofclimb. I had a friend take up a Corsair and I fie":,, a Hellcat.We flew some mock combat, and his speed and climbgave him a slight advantage. Both aircraft were great

58

This is David McCampbell as a Commander and CA G-15.(McCampbell)

fighters.

I have read about other pilots in other fighters havingproblems with guns jamming. Did this ever happen to youin the Hellcat?Never. My guns always performed perfectly. None of mypilots ever had problems with the guns unless he got realexcited and damaged Ihe barrels by firing too long of aburst. We boresighted our guns differently Ihan what wasofficially approved by the Armament Bureau. We were setup so that niney-two or ninety-three percent of ourrounds were in a three foot circle at 1000 feet. No aircraftcould hope to withstand that.

I would expect that all of those bullets so tightly packedinto a three foot circle would also do a lot of damage to aship.We actually did nol get that close to a ship when allackingit. If there was anti-aircraft fire we would not go below1500 feel, but although the bullets dispersed beyond 1000feet, they still could do considerable damage.

How long of a burst did you usually fire?No more than three to four seconds.

It has been said many times that the pilots with the bestgunnery skills were often-the ones that had hunted when

IIII

they were boys. Was this true in your case?Oh yes. I had asholgunwhen I was eleven, anddida 10101quail hunling. I used 10 hunl and shoot wilh Barry Gold­water (later the Senator from Arizona) when he and I wereIn Siaunion Mlillary Academy logelher. Each of the NavalAir Sialions had a skeet range, and I would do a 101 01shoollng when I had Ihe chance.

viclories by Ihe group, 315 were made by Hellcals. Wedeslroyed 348 aircraft on Ihe ground, nol313 as has beenreported belore.

Wasn't the ESSEX hit by a suicide pilot in November1944?

ThaI's right. II was just a week or two aller we had lelt. Wewenl home on Ihe USS BUNKER HILL (CY-17).

59

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In turning our attention to your personal experiences,what do you remember aboullearning 10 fly?

This is a photograph of one of many pages in CaptainMcCampbell's personal scrapbooks. At the top left is anote to him tallying the kills of CVG-15 to that point intime. (McCampbell)

{".I '''11'''.... ' ",.,...I.",~""." "......... "J ......, '..u

,u , , ;.,..., w".( "'" 'o. '.. >".,, .

II is easylo see that you really liked Ihe Helical. Did it haveany faults as far as you were concerned?Yes, Ihere was one thing aboul ill did not like. When thewings were folded there was not enough room betweenthe lolded wing and the luselage 10 allow a man 10 easilyclimb up 10 Ihe cockpit. Twice, when I had squeezed Inbelween Ihe wing and cockpit, Ihe wings were unlockedand began moving to the extended posilion. II crushedme agalnsl the fuselage. Once It hurt my back, and IIcontinued 10 bolher me lor a couple 01 weeks. Other Ihanthai, I have no complaints aboullhe Hellcat.

Carrier Air Group 15 had an outstanding war record. Let'slalk about that some. What would you like 10 say aboutyour Air Group?During our combat tour, which extended from April untilNovember 1944, our ship was never hit. We never lost aTBF or SB2C we escorted 10 alr-Io-alr combat. We lostsome to anti-aircraft fire, but never to Japanese fighters.We had a total ollwenly-seven aces In the group. 01318

As GAG of Air Group 15, you also had TBF Avengers andSB2Gs in your squadrons. What did you think 01 thoseaircraft?The SB2C was aplly nlcknamed--The Beast. The airgroup had ils shakedown on Ihe new HORNET (CY-12),which was also fhe shakedown for the carrier. Three ofthe first four Helld~ers to launch went into the drink.W~en Ihey asked me what was wrong Ihey showed meIhey were using Ihe'1'roper take-oil distances Ihal werecalled lor. I explained Ihal Ihose dlslances were calcu­laled on results oblained by experienced pllols. Ourpilots were new, and some had only six or seven hours inIhe SB2C. They had not laken 011 Irom a carrier sinceIhelr early Iralnlng days. We backed them up a hundredleel, and il solved Ihal problem.

What about the Av.enger?That was a fine airplane. We never had any trouble with it.

Did you use it in GYG-15 10 carry bombs or torpedoes?The only time I remember using torpedoes was in theBattle 01 Leyle Gull on Oclober 25, 1944. We had Ihebelter Mark 18 torpedoes by Ihen. The earlier ones justwere not any good. Otherwise the Avengers carriedbombs.

Did they act as horizontal bombers, or just how did theydeliver their bombs?They used glide bombing, diving at aboullorty to forty­live degrees. This compares to Ihe Hellcat where we divebombed al aboul sevenly degrees.

I read somewhere that Hellcat pilots oflen "dragged" Iheirlanding gear, using them as air brakes while dive bomb­ing. Did you ever do Ihat?No. II may have been done, bul I never did it.

When you dive bombed, what bomb did you usuallycarry?Mosl 01 the time II was a SOD-pound bomb, and some­times a 1000-pounder. On a few occasions I carried twoSOD-pound bombs. AI other times I carried a bomb androckels. Aller changing 10 Ihe F6F-s, I almosl alwayscarried rockets.

When I was assigned to YF-4 flying F3Fs, I had to learn tofly on the wing of "Jumpin Joe" Clifton. He had been a

fullback on the Navy football team in 1930, and had a lickor jerk of the neck. He would fly with his hands oll thecontrols up on the area above the instrument panel. Withhis jerk of the head his aircraft would jerk, and it wasreally somefhing to try to fly formafion with him.

I remember that you were an LSO (Landing SignalOfficer) early in the war.Yes, I was an LSO on the RANGER (CY-4) and the WASP(CY-7).

Something that is interesting to me is landing over thebow with the ship steaming astern. Did you ever landaircraft over the bow as an LSD?I remember doing fhat on fhe WASP. Once a pilot wascoming in and I gave him a wave-off. When you land overthe stern you turn to the left when you take a w8ve·off, butwhen landing over the bow you have to turn to the right.Well, this pilot instinctively turned to the left and almosthit the bridge.

I've seen a photograph of the second YORKTOWN (CV­10) recovering aircraft over the bow. Did you ever do it onthe ESSEX or any other ESSEX class carrier, or did youever see it done?No. I never saw it done on the ESSEX.

You mentioned flying the F3F, and I know you flew theF4F. What other Grumman fighters did you fly?I flew them all up to the F9F Cougar. Aller the war I wasCoordinator of Tests at Patuxent, and we had all of themthere. It gave me an opportunity to fly each of them.

~~....~~~\.~~~~~; \. .

. ~'~~~~~

Here Captain McCampbell is shown checking out in theF9F-8T (TF-9Jj Cougar. The photograph was taken in1959 shortly before he fook command of fhe USS BONHOMME RICHARD. "rMcCampbellj

You always had your own personal aircraft. Was this truefor most pilots in your group?

No. I was the only one with my own aircraft I had thesame plane captain the entire time, and the same Wing­man except for my first two missions. Either I would lead

60

the strike or the fighter squadron commander would. Wewould seldom be in the air at the same time.

Air Group 15 was obviously very proficient at shootingdown enemy aircraft. This brings to mind the division thatLT Valencia put together in VF-9. It consisted of the samefour pilots that worked together constantly and devisedtactics to shoot down enemy aircraft. Did any divisions inAir Group 15 do that?No. That was a difficult thing to do. Pilots get sick, orcannot fly at times. A pilot needs to be able to perform allmissions and fill any slot Certainly that worked well forValencia, it was not something that could be done gener­ally. I knew Valencia, and he was a good pilot. I trainedhim in carrier landings at Melbourne.

Let's move now to your personal experiences. You men­tioned earlier that the Japanese aircraft that you shotdown usually exploded or caught fire. Did any of thepilots ever get out?

I only saw one parachute, and that was on the Frances Ishot down. But it was a crewman, not the pilot I decidedto try my rockets, so I fired them at the plane. II must havescared the crewman, and he jumped. I then shot the alr­crall down with my guns.

What was your closest call?It was on my second mission on the Marcus Island raid. Isfill had on my external fuel tank, and was hit with whatmust have been a 40mm shell. It caused a fire that got upinto the fuselage and burned out my radios. Wayne Mor­ris (the Hollywood actor who became a Hellcat ace andwho was married to McCampbell's niece) told me aboutthe fire before my radios went out I lost my lell aileronand had to make a flaps-up landing. I also had to use theemergency CO-2 bollies to get my landing gear down.After landing, someone removed the clock from the air­craft, and then it was shoved overboard since it wasburned out so bad. From then on I almost always droppedmy tank before entering combat My first wingman, FredBurnham, was killed over Marcus Island, being shot downby anti-aircrall fire.

When I heard you speak several years ago, I rememberyou telling about your landing after' the famous flightwhen you shot down nine aircraft. Would you recountthat experience?That was close too. On my way in I called the ESSEX andtold them I was low on gas and needed to get backaboard. They told me thaI there was no problem and tocome on in. When I got there I could see that the flightdeck was loaded with aircraft They asked me to hold forfifteen minutes, but I told them I did not have the fuel formore than ten minutes. So instead I landed aboard theLANGLEY (CYL-27). Aller being released from thearresling gear, I pushed the throllie to taxi forward, andthe engine quit. I was out of gas. You see, when the

I

I

Did you ever lose any aircraft to "friendly" fire?Not that we know of.

61

eleven probably destroyed.

Roy Rushing was your wingman for all but your firstmissions over Marcus. How many kills did he get?Roy shot down thirteen aircrall, mostly Zekes, Hamps, orOscars. They were all fighters. One time Roy and I werecoming back in to land on the ESSEX. We passed overthesinking PRINCETON (CVL.23). The gunners must havebeen jittery, and the HORNET (CV-12) fired at us withtheir five-inch guns. We were too high for them to hit us,but the gunnery officer aboard the HORNET was an oldfriend of mine, and I talked about it to him.

How often did you use the water injection for extrapower?Very seldom. One time I remember is when I used it to getaway from my own wingman. After making a pass I saw anaircralt behind me, and I could not tell what It was. Think­ing it might be Japanese,. went to emergency power, butthe plane stayed with me. Finally, I called over the radio,"Roy, if that is you behind me, rock your Wings." He didso, and I knew I was all right. But I almost never used thewater injection.

Your famous flight where you shot down nine aircraft hasbeen well documented, and has been published a numberof times. There will be a table showing your victories inthe book, but now I would like to hear about your aircraftand your personal markings. Most people know aboutMinsi III, and that there were other aircraft named Minsi.Were all your aircraft named Minsi?No, my first aircraft, the one in which I got hit over MarcusIsland, was named Monsoon Maiden. My plane captain,E. E. Caroll, thought that one up, and painted it on bothsides of the cockpit.

Are there any photographs of that aircraft with thosemarkings?No, not tha.t I know of. I don't really remember what themarking looked like.

Your next aircraft was an F6F-3 named The Minsi.Yes. Minsi was the nickname of a girl I knew. Her realnarra; was Mary Blatz.

This is the only known photograph of The Minsi, an F6F-3which was McCampbell's second Hellcat.

(National Archives)

You shot down thirty-four aircraft in air-to-air combat.

How many aircraft did you destroy on the ground?I claimed twenty-one destroyed on the ground plus

This photograph was taken from an aircraft of CVG-15 onOctober 25, 1944, during the Battle of Leyte Gulf. It showsthe Japanese battleship/seaplane carrier ISE. The shipwas later sunk on July 28, 1945. CDR McCampbell led theraid on Ozawa's "decoy" carriers that included the ISEand her sister the HYUGA. (McCampbell)

aircraft is flying level, it has a few more gallons of usablefuel than it does when it is sitting on its landing gear. I wasthat low, so once on the carrier the engine quit.

Weren't you out of ammunition too?Yes. They looked at my guns and told me there were onlysix rounds left in one of the outboard guns.

Did you ever receive much damage in air-to-air combat?No. I never got more than just a few holes.

Did you usually launch by flying off the deck or by cata­pUlt?I always launched first, and if it was a big strike theywould get as many aircralt up on the flight deck as possi·ble. This did not leave enough room to fly otf, so I usuallylaunched by catapult. II was almost always the starboardcatapult. Aircraft would continue to launch by catapultuntil there was enough room for a deck launch. Then therest would simply fly off.

Can you give a summary of the missions that you flew?I flew seventy-two missions that included 220 hours, orabout three hours per hop. I was involved In combat onsixty-one of the missions. Most of the time was spentattacking targets on the ground, second was attackingships, and third was air-to-air combat. I would usuallylead the air group, and sometimes would be the targetcoordinator, leading all aircraft from all of the carriersthat were Involved. I never flew CAP (Combat Air Patrol),and I was only twice involved in scrambles. The first wason June 19th during the "Turkey Shoot" when I shotdown seven aircraft on two flights, and then on October24th when I shot down the nine. The foltowlng day I wasthe target coordinator when we went after and sunk thecarriers ZUIKAKU, ZUIHO, CHITOSE, and CHIYODA.

I

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Minsi II was an F6F-5. It is seen here undergoing maintenance aboard the USS ESSEX while the ship was at ananchorage--probably Ulithi. The device altached in front of the propeller was for boresighting the guns. Carefulexamination of this photograph will reveal the edges of four kill ffags that are mostfy hidden by the crewman standing onthe wing. The final score for Minsi /I was ten and one-half victories. McCampbell got rid of this aircraft after the enginequit on him twice. See page 40 for a color photograph of McCampbell and Minsi III. (U.S. Navy)

McCampbell is shown here on the lelt wing of Minsi II,which was his third Hellcat. There are ten and one-halfkills, making him a double ace. The rest of the·kills wouldbe made in Minsi III. The kills and name Minsi /I were onboth sides of the aircraft. (McCampbell)

62

A smiling David McCampbell sits in the cockpit of MinsiIII near the end of his combat tour. Thirty kill markings arenow visible beneath .the cockpit. This is the highestnumber of kills displayed on Minsi III. (McCampbell)

I

L_ 63

1 Zeke1 Betty5 Judys

2 Zekes1 1/2 Zekes'

1 Frances

1 Jack2 Zekes2 Nates1 Oscar1 Dinah1/2 Pete"1 Dinah1 Nate5 Zekes

2 Hamps20scars1 Zeke1 Val1 Oscar1 Oscar

November 5

November 11November 14

October 24

September 13

September 22September 24October 21

June 11June 13June 19

June 23

September 9

September 12

• 1/2 Zeke shared with Claude Piant" 1/2 Pete shared with Ray Nail

The following is a list of Captain McCampbell's con­lirmed aerial victories. All dates are in 1944. The list wasprovided by Captain McCampbell during the interview:

You hold the record for the most kills on one mission, andthe most for one combat tour. You received the Medal ofHonor. What are you the most proud of?It is the fact that I was never shot down and never bailedout. Many of the top aces cannot say that. I only hadminor damage in air-to-air combat.

•McCampbell received his Medal of Honor from PresidentRoosevelt in January 1945. (McCampbell)

Naval Air Stations in a three week period in January 1945.I would show the movie, The Fighting Lady, and thenwould answer questions. They painted the aircraft with allthirty-four kills, and later put Minsi III on illike I had Incombat. But to me the aircraft was Minsi IV.

This is Ihe aircraft that Captain McCampbell refers to asMinsi IV. It was the only aircraft to carry all thirty-fourkills. Note that the flags are further forward than theywere on Minsi /1/, and that the rays go in the oppositedirection. At the time this photograph was taken, thename Minsi III had not been added, but, according toCaptain McCampbell, it was added later.

(McCampbell)

I've seen photos of the aircraft with a varying number ofkills. Did it ever carry all thirty-four kills?No, the most that were on Minsi III was thirty. Minsi IVwaslhe only one to have thirty-lour.

I must admit that I did not know there was a Minsi IV. Tellme about that aircraft.Well, I call it Minsi IV. It was a Hellcat given to me when Ireturned to lhe States. I flew around to twenty-three

I have seen only one photograph of The Minsi. It has nokills on it. Did it ever have any kill markings?No. I did not get any kills in that aircraft.

What color was the name The Minsi painted in, and was it

on both sides?I really do not remember what color it was, but it was onboth sides of the cockpit. I really don't remember muchabout that one.

Next came an F6F-5 named Minsi II. What about the

markings on that aircraft?There were up to ten and one-half kills on that aircraft,and they were on both sides. So was the name. But theengine on that aircraft cut out on me twice at high alti­tude. I got it restarted both times, but had to call for anemergency landing. I could not have that. The mechanicscould never determine what was wrong with it, so I got rid

of it.

Then came Minsi JI/, which was your best known aircraft.I have a color photograph that shows that the name was inyellow. Was it on both sides, and were the kills on bothsides? I've never seen an actual photograph of the left

side.Yes, both the name and the kills were on both sides asthey had been on Minsi II. The kills were stickers ratherthan being painted on. Also I had "CAG" added in black atsome lime to lhe white tail band.

I

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'III

I!

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1

MODELERS SECTIONKIT REVIEWS

OLDER COLLECTABLE KITS

Note: The HaUcat has been well represented over theyears by numerous kits in scales ranging from 1/205th to1/32nd. A t least thirty dillerent boxes have been released,but on many occasions the plastic was the same as it hadbeen on an earlier kit. A fair number of molds have beenshared around the world. For this reason, only one Hell­cat kit is really listed among the highly collectable kits,this being the Frog (Penguin) kit in 1/72nd scale. In thebox or buift up, it brings $60.00 and up. Jim Galloway, awell known kit collector, has provided the following list

and inlormation on the older collectable kits of the Hell­cat that are no longer available.

Elvin F6F-5 in 1/205th Scale

Other than being listed in all three kit collector's priceguides, there is no other information available on this kit.

UPC F6F-5 in 1/205th Scale

This kit was numbered 8025, and was a re-release ofthe earlier Elvin kit. It was one of the six "Pee Wees"issued by UPC, and brings from $1.00 to $3.00 today.

Sanwa Tokyo Palma F6F-5 in 1/119th Scale

The only source listed for this small kit is CarltonShank's original 1972 issue of "Collectors Guide to ModelAircraft and Rocket/Missile/Space Kits."

Marusan F6F-5 in 1/100th Scale

This kit was released around 1965 and was numbered465. Today it brings a price of $3.00 to $6.00.

Classic F6F in 1/10Oth Scale

The only mention of this kit is in Shank's 1972 guide.No other information is available.

Marusan F6F-5 in 1/100th Scale

This kit, numbered 7063, was are-release of the earlierMarusan 1/10Oth scale Hellcat mentioned above. It alsogoes for $3.00 to $6.00 on today's market.

UPC F6F in 1/100th Scale

UPC re-released the earlier Marusan kit under its ownlabel. It is worth about $2.00 to $4.00 today.

Lindberg F6F in 1/96th Scale

This was Lindberg kit number 424. It had a one-piece

64

wing and a pilot's head that was molded into the leftfuselage half. It was armed with six rockets and hadtwenty-one blue pieces and a clear canopy. The maincollector's value is in the full color card printed on theback of the box. It is valued today from $3.00 to $6.00.

Hema F6F-5 in 1/96th Scale

This is simply a re-release of the Lindberg kit coveredimmediately above. It is worth about $5.00 to $9.00 ontoday's market.

Nitta F6F-5 in l/77th Scale

This was Nitto kit number 5, and is presently valued inthe $3.00 to $6.00 price range.

Frog (Penguin) F6F-3 in lfi2nd Scale

As mentioned above, this is the one truly collectablekit of the Hellcat today. It was numbered 115P, and wasreleased around 1947. All Penguin kits are highly collect­able, aithough many are starting to warp due to chemicalreaction. The kits only provided the basic aircraft shape,and had little detail, but they are examples of early injec­tion molding. One in mint condition in the original boxwould go for around $100.00.

Frog F6F-3 in l/72nd Scale

This should not be confused with the kit coveredimmediately above. This is kit number F245G, and isworth from $3.00 to $6.00. It had markings for Number800 Squadron from the HMS EMPEROR, and Number1839 Squadron from the HMS INDOMITABLE. It wasmolded in gray plastic consisting of thirty-six pieces. Thelanding gear may be displayed either up or down. Thecockpit is one piece, consisting of a pilot, seat, and bulk­head. There were no other details to speak of.

Lindberg F6F-5 in 1/72nd Scale

Kit number 484 was released around 1967, and todaybrings $3.00 to $6.00. It consisted of twenty-four silverpieces and a clear canopy. It had very fine raised rivet andpanel line details. There was no interior provided. Decalsincluded four national insignias, an aircraft number of 24for the fuselage and tail, and seven small kill markings.

Midoro (KSN) F6F-5 in 1/67th Scale

No information is available on this kit except it is listedin the $3.00 to $6.00 price range.

Aurora F6F in 1/51st Scale

Released in 1954, kit number 40-69 is worth from $5.00

Ij

I

j

to $9.00 today. It had a two~piece clear stand, a clearcanopy, and twenty-five dark blue pieces. The wingswere solid. and there was very heavy rivet detail. Thepilot's head was molded into both sides at the fuselage."Baby Boomer" modelers will remember this as one origi­nal "Famous Fighters" from Aurora.

Aurora F6F in 1/51st Scale

As number 40-79, this was a 1960 re-release of 40-69above. It is worth $4.00 to $8.00 today.

Lindberg F6F in 1/50th Scale

Kit number 515 was released about 1955, and has apresent market value of $3.00 to $6.00. It had thirty-sevenmedium blue plastic parts to include a two-piece stand.There was also a clear canopy. There were two bombsand a centerline fuel tank to hang under the model. A verycrude pilot figure and seat were the only items providedfor the interior. Decals included four national insignias,two small U.S. NAVYs, six number 12s in three differentsizes, a BuNo of 56874, eight Japanese kill markings, andtwo blue wing walks.

Lindberg F6F in 1/50th Scale

Kit number 558 was simply a re-release of 515 with

British markings. It will go for about $3.00 to $6.00 today.

Lindberg F6F in 1/50th Scale

Kit number 302M was yet another re-release of theoriginal 515. The box art calis this one a "World War IINavy Assault Plane." An electric motor was included toturn the prop. Decals this time had four national insig­nias, a white fuselage band, four number 32s in white,four letter Vs, and two small number 32s. The BuNo was

56874 as it was in 515. It is worth $6.00 to $10.00 today.

Sanwa Tokyo Palma F6F-5 in 1/50th Scale

The kit number was 192, and this model is worth $3.00to $6.00 today. No other information is available on it.

UPC F6F-3 in 1/50th Scale

As if Lindberg had not already released its own kitenough, UPC re-released it again as kit number 6073. Itspresent markef value is $4.00 to $8.00.

Marusan F6F-3 in 1/48th Scale

This unusual kit was molded in clear plastic. It isnumber 851, and is worth about $6.00 to $10.00 today.

GENERALLY AVAILABLE KITS1/144th SCALE KITS

AHM F6F-5, Kit Number K-408-79

It may take some looking to find this small kit of the

Hellcat, but since this kit, and the one from Revell coverednext, are the only two F6Fs ever released in 1/144th scale,we thought it best to provide complete reviews on them.This model has some shape problems, most noticeablythe propeller (which is unusable) and the vertical tail. Theshape of the tail can be improved with some filing, partic­ularly on the leading edge, but it is impossible to get itentirely correct without rebuilding it completely with

plastic card. The last part that is poorly shaped is theexternal fuel tank, and it should be discarded. If one isdesired, it should be built from scratch.

As is the case with most kits which are small, many ofthe details are missing. There are no rocket rails underthe wings, and these were standard on the F6F-5. There isno cockpit at all, and no representation of a pilot. In aboutten minutes time we added a cockpit to our model usingscrap plastic. This included an instrument panel, con­soles, seat, control column, and rear bulkhead. It added alot to the model even though we positioned the canopy inthe closed position. There is no pitot tube, but this couldbe added with fine wire if desired.

Each main landing gear is molded as one piece,including strut, wheels, and doors all molded together. Itis quite fragile, and the wheels and tires are too small indiameter. The ailerons and elevators have too many ribswhich are also too pronounced.

If time is taken to reshape the vertical tail and replacethe propeller with one that is more accurate, a decentlittle model of the Hellcat can be constructed from this kit.Fit is generally good, with only a little filling and sandingrequired.

This AHM kit in 1/144th scale was built as an F6F-5 fromVF-29 and the USS CABO T. The quarter gives a sizecomparison for this tiny model.

Revell F6F-3, Kit Number H-1024

This kit has been released several times by Revell USAand Revell of England. It is now hard to find, and wewould like to see Revell reissue the kit again. It is defi­nitely the better of the two Hellcat models in 1/144thscale, and could easily be modified from an F6F-3 to anF6F-5

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The model is much better shaped than the AHMmodel, with the propeller, vertical tail, and external fueltank all correctly represented. Small braces will have tobe added to the fuel tank, but it is at least correctly

shaped. The radio mast angles forward as it did on earlyF6F-3s, and this may have to be changed depending onthe particular aircraft that is being modeled.

The model is molded in light gray plastic, and hasfinely detailed raised scribing. Control surfaces and thewing fold line are recessed. Theengine is molded into thecowling, and looks quite acceptable for this small scale.Again, each main landing gear is all one piece, and thewheels and tires are the correct diameter. The main dooris a little heavy, and may benefit from some filing down.However, care should be taken if this is done since thepart is fragile enough as it is. A two-piece clear stand is

provided, as is a clear canopy which includes wind­screen, sliding portion, and small rear windows all in onepiece. There is no cockpit at all, but the basics couldeasily and quickly be added from scrap plastic. The onlyimportant detail problem with the kit is that the guns arenot represented. They can easily be added, however,from stretched sprue or very fine wire.

Of all of the kits ~hat are being reviewed in this section,this is the only one we were not able to build, so com­ments about the fit could not be made. But it looks likethis kit would build up into an excellent little model, and

we recommend it as the better of the 1/144th scale Heli­cats. The only problem the modeler will have with it isfinding one! Our review model was provided on loan byJim Galloway.

1/72nd SCALE KITS

Airfix F6F-3 or -5, Kit Number 9 02023

As one of the older kits of the Hellcat that are stillavailable, this model is not up to today's state of the art inmolding and details. There are a lot of parts, and they arecovered with extensive rivet detail that is best sanded off.The cowl flaps are molded in the open position, and theydo not look good. We would recommend sanding themoff and rescribing them in the closed position. The morediligent modeler could replace them in the open positionwith new ones made from plastic card. There are someother shape problems, and it seems that neither the fuse­lage, wings, or tail sections are quite right.

The model can be built as either a -3 or -5. Two cowlsare provided for this purpose, and for most -5s, the rearwindows are simply filled in. Six rockets are provided forthe -5 version, and two bombs and an external fuel tankcomplete the external stores. Neither the rockets, bombs,or tank are very well done.

The cockpit is sparse, consisting of a bulkhead and apretty good seat. Most modelers will want to add somedetailing here. A gunsight should be added since it will be

66

The Airflx F6F-3 in 1/72nd scale is an older kit with a lot ofparts. It is not as good as the more recent releases.

visible even if the canopy is shown in the closed position.The main landing gear has some shape problems.

Most noticeable is that the main landing gear wells arecirCUlar, and this is incorrect. A little work with a sharpknife will correct this. The wings can be built in the foldedor extended position, and this causes a problem no mat­ter which choice is made. If extended, the fit at the foldjoint is bad, and will take a lot of fitting, filing, and sandingto get it right. If built in the folded position, the insides ofthe wings are visible, and this is very phoney looking. Thewing joint detail would have to be added from scratch tomake this feature look like a model'instead of a toy.

There are some missing details. There is no represen­tation whatsoever of the large hinges for the ailerons. Aswith almost all kits, the rockets and their launch rails aremolded together, and for mold release considerations,the rockets are positioned so that their fins make a +

instead of an X when viewed from behind.Considering its age, this is not all that bad of a kit, but

when compared to the newer Hasegawa 1172nd scale kit,it leaves a lot to be desired.

Fujimi F6F-5, Kit Number A 12-100

Today, Fujimi is releasing some of the best l/72ndscale models on the market. Their F-4s, A-7s, F-86, andA-4s are truly outstanding. But this F6F kit is a much olderone, and it could be said that it was from another Fujimithan the one we know today.

Actually this kit is marked as 1/70th scale, but it fitsclosely in a 1/72nd scale collection. Actual measure­ments show it a bit larger than a correct l/72nd scale, butit is not really 1/70th scaie either. Like the Airfix kit, it hassome shape problems, most noticeable of which is thevertical tail which is totally incorrect. It is too deep inchord, and a lot of plastic will have to be removed from theleading edge. The ieading edge is also too vertical, andneeds to be angled back more. Some filing and sandingcan bring this to a decent shape, but it would be quitedifficult to get it really correct. The vertical tail alsoappears to be too thick! and this would be even moredifficult to correct.

A lot of detailing is missing or is incorrect. For exam­ple, there are no links on the landing gear, and althoughthe model represents a -5, the radio mast angles forwardas it did only on early -3s. This is easily corrected how­ever. The engine is molded into one piece with no realdetail other than the cylinders. The pitot is on the wrongwing, the landing gear is flimsy. and it has a poor fit. Theguns are poor, with the center and outboard guns beingthe same length. The aileron hinges are too small, the gunejector slots are too long, there is no gunsight, and thecockpit is sparse. The canopy is wrong, being the designused on the F6F-3, and what's worse, the sliding portionhas too much of a bubble at the forward end. It is betterreplaced with a spare one from the Hasegawa kit.

This is a very critical review, but the kit does have itsproblems. It in no way represents the Fujimi models thatare coming out today.

Heller F6F-5, Kit Number 155

(See Testors reView.)

Matchbox F6F-3, Kit Number PK-18

This is one of the Matchbox kits molded in wild colorswith trench-like scribing. Pea green and olive were thecolors chosen for this kit, and the box art shows a greenHellcat taking off from a carrier that is supposed to be theUSS YORKTOWN. The fit is poor, and so is the detailing.Whoever designed the kit must have wanted to cause themodeler problems, and he was certainly successful. Theworst point here is that the top and bottom halves of eachwing do not meet at the tips as would be expected.Instead, the most outboard panels of the upper wings aremolded into the lower wing pieces! The fit between thetwo is not good, and this makes for a bad joint right on topof the wing. It seems incomprehensible that a kit manu­facturer would design a kit this way.

The cockpit does not even have representation for agood seat or bulkhead. Much work will be required here ifsatisfactory results are to be obtained. There is a gunsight at least, and this is something missing from otherkits. The engine detail is also lacking, with only thecylinders being represented. All of the details of the for­ward portion of the engine are missing.

The landing gear is provided twice, once for a geardown, and once for a gear up configuration. In eitherevent the detail and accuracy are poor. The main gear isflimsy, and the link is too big. Surface scribing is minimalwhen it comes to detail, and what is there is way too deep.Its only advantage is that it would not be removed even bythe most ham-handed modeler when sanding.

The shape of the vertical tail is wrong, but is not as badas it was on the Fujimi kit. Other shape problems exist,and it would take a lot of time and effort to work them out.Although the kit represents an F6F-3, the lateral exhaustfairing (present on most F6F-3s) is missing. The externalfuel tank is fair, but is missing the braces. The aileron

hinges are too small, and the one-piece canopy is thickand does not fit well around the rear windows.

When we began to build this kit, wewere not at all sureit was worth the effort, but in all fairness, the finishedproduct turned out better than we expected. Certainlythere are things wrong, and the model would never makeit in a serious contest, but it does look like a Hellcat, andthe shapes are not so wrong as to be easily noticeableexcept for the vertical tail. This we corrected anyway.

Hasegawa F6F-3/-5, Kit Number 1165

Without a doubt, this kit is far and away the best of theHellcat in 1/72nd scale. It can be bu iIt as either a -3 or -5,although surprisingly enough, decals are provided onlyfor the -3 version. It builds into a -3 easier than it does intoa -5, since no rocket rails are provided for the -5 version,but these could easily be added from card stock. Twocomplete'canopies are prOVided, one for each version.This is nice, since the one that is not used can replace aninferior one on another kit when needed if it is for thecorrect version. We only wish that the windscreen andsliding part had been molded as separate pieces so thatan open-cockpit model could have been built withoutvacu-forming a new canopy. The area where the rearwindows go is solid plastic, but it is thinner than the restof the fuselage. All the modeler has to do is open these up

and insert the clear pieces if these windows are appro­priate for the aircraft he is modeling.

The cockpit has some detail, with decals that add theinstruments and controls. Some modelers may want toimprove on this area. There are two consoles repre­sented, and the left side is not really a console in the realaircraft. In all fairness, what is provided is probably thebest that can be molded in 1/72nd scale and retain anystrength at all. Other detailing includes nice enclosedwheel wells, a good external fuel tank that includes themain braces (the small forward braces will have to beadded), and optional radio masts. The engine is nicelydone, and the scribing is very nice, being both delicateand accurate. The landing gear is well detailed, and issturdy enough for the model.

In short, this Is the kit to build of the Hellcat in 1172ndscale. It is excellent, and we recommend it highly.

The best Hellcat in 1/72nd scale is from Hasegawa. IIcanbe built as either an F6F-3 or F6F-5. This one has Alex­ander Vraciu's markings.

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Testors F6F-5, Kit Number 416

This kit is another example of Testars using someoneelse's molds, and putting the model in their box with newdecals. This time the kit is the older Heller F6F-5, andunfortunately, simply reboxing a kit does not correct itsproblems. This particular kit has some real problems, butthere "are some good points as well. The old Hellerinstructions had a very poor exploded view instead ofstep-by-step instructions, and we could not understandwhy Testors retained this exploded view on their instruc­tions rather than improving on it.

The kit is molded in light gray plastic, and no changeswere noticed from the original Heller release. Scribing isacceptable, and the engine looks good on the finishedmodel. The canopy is excellent, being the proper one forthe -5, and coming in two pieces. The gun slots under thewings are open as is the area under the cowl flaps. Thisadds to the appearance ot the model.

On the minus side, the rocket rails are way too wide,and should be removed. They are also positioned too farinboard. A check of the drawings in this book will showthe correct location. Since the rockets themselves areseparate pieces, they can be glued on in the proper Xconfiguration instead of the incorrect + position seen onmost kits. There are no aileron hinges and no represen­tation of the tail hook. A fuel tank is provided, but itsshape is very bad, and we recommend not using it.

The cockpit comes in the shape of a tub, and includessmall consoles, a control column, gunsight, and a seat.Most modelers will probably want to do some correctingand detailing here.

Fit is very poor, and is complicated by the lack ofline-up pins on the wings. The worst problems come atthe point where the wings join the fuseiage at the wingroot, and under the aircraft where the fuselage portion ofthe wing meets the aft fuselage. Complicating the poor fitis the thin plastic at this point which makes filling andsanding difficult. This wing-fuselage fit problem is due topoor kit design, and takes care and patience to work out.

As the last Hellcat kitto be released, it would seem thatTestors would have chosen decal subjects that were notalready available from other sources. Carl Brown'sPAPER DOLL was formeriy done by Microscale andESCI, and Minsi III had previously been done severaltimes. If they had corrected the previous mistakes, this

would have been understandable, but as has been thecase before, the markings for Minsi III are provided foronly one side of the aircraft. Further, Minsi III had thesmall windows behind the cockpit, which this model doesnot have. So unless the modeler makes this change him­self, Minsi III cannot be built from this kit anyway. With allof the many markings carried by the Hellcat that havenever been made available to the modeler, it would seemthat Testors could have chosen one or more of theseinstead of picking two that had been done before. By

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Testors re-released the Heller F6F-5 kil in 1/72nd scale. Itwas used to build this model of ENS A. R./ves' Hellcat thatcaughf fire upon landing on the USS LEXING TON onFebruary 25, 1945. The aircraft has the markings of VF-20.

providing new choices, they would have made their kit ofmore value to the modeler. In fairness, it should be notedthat Testors is not the only kit manufacturer to includepreviously available decals in their new releases. Webelieve that, unless the manufacturer is correcting anerror (or errors) in the existing decals, a new choice ofdecals should be offered to the modeler. Many modelersmay bUy the kit just to get the decais.

1/48th SCALE KITS

Fujimi F6F-5, Kit Number 5A4,450

On the cover, this kit is said to be 1I50th scale, and itsdimensions are a bit smaller than standard 1/48th scale.However, it is very close to the standard 1/48th scale. It isoff in several dimensions anyway, with the vertical tailbeing noticeably small and incorrectly shaped. The boxalso shows an F6F-3, but the kit inside is of an F6F-5.Markings are for a -3. And the canopy is the type used on

This is the Fujimi 1/50th scale F6F-5. The markings arethose of the F6F-5 assigned fo LCDR F. A. Bardshar, theCAG of CVG-27 aboard the USS PRINCETON. This air­craft was on the flight deck when the PRINCETON was hifby a bomb from a single Judy, and was lost when the shipwent down.

the F6F-3, not the -5 that the. rest of the kit represents.The kit is molded in medium blue plastic, and fit is

rather poor. The worst area is where the wings join thefuselage. Much rework and plastic surgery is needed toget the wings to mate with the fuselage. Once this is done,a lot of filling and sanding is necessary to fill the remain­

ing gaps.The engine lacks detail, and is molded into the for­

ward cowling piece. Its simplicity is to allow for an elec­tric motor to be installed to turn the prop. Details are alsomissing on the landing gear, most noticeable are the linksat the oleos. The wheels are made so they can roll, andany such working parts always detracts from the detailand accuracy of a model. The radio mast is angled for­ward, and must be changed to the upright position thatwas used on the F6F-5.

A fair fuel tank that lacks the braces, two bombs thatare identical to Monogram's, and six rockets are providedto be hung under the model. The rocket rails are simplyround pins rather than being airfoil-shaped like theyshould be. The rockets again are mounted in the + ratherthan the X configuration.

The cockpit can be built two different ways, depend­ing on whether or not the electric motor is to be installed.Either way, there is no detail at all except for a seat. This isinexcusable for a kit of this size, and some detailing willbe required even if the canopy is shown in the closedposition.

Monogram F6F-5, Kit Number 5832

When this kit was released, the big thing for modelswas working features. Monogram loaded its Hellcat withlots of them, to include folding wings and retracting land­ing gear. Naturally the prop turns, the wheels roll, and thetail hook extends. But these working features detractfrom the accuracy and detailing of a kit, and these traitsare far more important today than working features. Toget the landing gear to retract, Monogram had to make

Monogram's old F6F-5 was used to build this model of aHellcat from VF-17 and the USS HORNET in March 1945.

the wings too thick and the wheels too thin. Much of thedetail of the landing gear had to be compromised. Thefolding wings added to the problems. When the wings arefolded, you can see through the wing center section, anddown into the outer sections. When extended, the fit isnot good, and as a result, the model looks more like a toythan a true scale model. But the outline and generalshape of the kit is not too bad when working features donot interfere, and if these are deleted and detailing isadded, a respectable model can be built.

There is no cockpit. Only a rear bulkhead is providedwith a pilot figure that attaches to it. There isn't even agunsight, and it would be very noticeable in this scale.The canopy is wrong, being of the type used on the F6F-3,but this is fairly easily remedied. Wetook the time to detailout the cockpit, and it added a lot to the model. Theengine is molded into the forward cowl piece, and lacksany detail other than the cylinders. Forthe underside, twobombs, six rockets, and a centerline fuel tank with nobraces are provided. The rockets are molded with theirlaunch rails again, and are mislocated in the + configura­tion instead of an X. The rails do not resemble the realthing. If the rockets are to be used, cut off the rails, makenew ones from card stock and glue them to the under­sides of the wings. Then add the rockets to the new rails,being sure to glue them on so that their fins make an X.

As has been the case with models we have alreadycovered, the radio mast angles forward, and since this is a-5, it will have to be straightened. Another correction thatis required is the relocating of the pitot tube from the leftto the right wing where it belongs. The gun ejector slotsunder the wing are way too long, and can be shortenedrather easily if desired.

Although this kit is no longer listed in Monogram'scatalog, it is not too hard to find. It is probably better thanthe Fujimi kit, which is the only other -5 available in thisscale. However, this point could be argued, and it isunfortunate that there is no really good F6F-5 in thepopular 1/48th scale.

Otaki F6F-3, Kit Number OT2-29

This is truly an outstanding kit in every respect.Although it represents an F6F-3, we would recommendthat it be used as the basis for an F6F-5 if a really excellentmodel is desired. The modifications that would haveto bemade to make it an accurate -5 are well within the abilityof most modelers anyway.

The kit is molded in light gray plastic, and is finely andaccurately scribed. The fairing over the lateral exhaust isnot solid as it is on some other kits, but is open, and theexhaust pipes can be seen under it. The wheel wells areenclosed, and although some detail is present, morecould be added by the serious modeler. Although theengine is molded into the cowl, it looks good when fin­ished, and the accessories at the front end of the engineare nice. These add to the realism of the engine when themodel is completed.

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The cockpit is there, but is not really accurate. Detail­ing is required to make it more realistic and accurate. Theseat is nice, and has the belts scribed into it. An instru­ment panel, gun sight, and rudder pedals are provided,and most of the reworking will have to be done to theconsoles.

Otaki's excellent 1/48th scale F6F-3 is shown here. Themarkings are trom VF-16 and the USS LEXINGTON forthe Wake Island raid in October 1943.

The external fuel tank is accurate, and provides thelarger braces. The smaller forward braces are missing,but are easily added from plastic card. Two bombs arealso provided, but there are no rockets since these werenot carried on the -3 as a general rule.

One shortcoming is the one-piece canopy. It wouldhave been much nicer if a two-piece canopy had beenprovided that could be displayed in the open position. Tohave an open canopy with what is provided in the kit, themodeler has to vacu-form a sliding part of the canopy thatwill fit overthefuselage and rear windows. But on the plusside, the bullet-resistant glass is a separate piece underthe windscreen as it was on the F6F-3. Wheel chocks andgood decals add to the appeal of this kit.

To build an F6F-5, the modeler would have to seal offthe rear windows (except for the early -5s), remove thelateral exhaust fairings and fill in the resulting hole, addthe rocket rails, and modify the canopy. This is not diffi­cult, and will result in a much better model than if theolder Fujimi or Monogram kits are used. We would like tosee Otaki rework the kit into a -5 and release it that way.They would easily have the best -5 on the market, andsuch an important aircraft in military history deserves abetter representation in 1/48th scale than is now availa­ble.

1/32nd SCALE KIT

Hasegawa F6F-3/-5, Kit Number JS-081

When this kit was released in the 1970-71 time frame, itwas one of the best model kits ever released. Today itremains an excellent kit, being well detailed and accu­rate. It can be built as either an F6F-3 or -5, wjth all thenecessary options provided to build either version. Nomatter how much a manufacturer puts into a kit like this,

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many serious modelers want to add details that such alarge model allows and requires.

The cockpit is nice, and about as good as can beexpected from one that is molded in plastic, except thatthe seat could have been better. But this is one areawhere modelers get out their wires, scrap plastic, oldwatch parts, and anything else they can find to reallybuild a super-detailed cockpit. The same is true for thegun compartments, both of which can be built in the openposition. More detailing can be added here, although, likethe cockpit, built strictly stock, they will be acceptable formany modelers. There is a pilot provided, but he shouldbe discarded. He just does not measure up to the rest ofthe model.

The engine is a model itself, with each cylinder beingan individual part. It looks really great when finished, butagain, some modelers will add wires, drill out exhaustsand add other details. We have seen one of these enginescompletely detailed, and it looked truly amazing! Anexcellent external fuel tank is provided as are six rocketsand rails for the -5 version. There is an optional positiontail hook, optional position cowl flaps, and an optionallateral exhaust fairing, depending on what version isbeing built. The flaps can be assembled in the loweredposition, and this improves the appearance and realismof the model. Optional tires are also provided, beingincluded as both plastic and rubber parts. We recom­mend using the plastic ones.

The wheel wells are nice, but could be further detailedto include the lock-up hook and other details. The land­ing gear is nicely done, and looks like the real thing.

On the minus side, there are some mold sink holes inthe tips of the elevators and the top of the rudder. Theseshould be filled in. Otherwise the molding and scribing isexcellent, and the fit is good. The model is not inexpen­sive, and requires a lot of time to build correctly. Anymodeler who starts to build this kit should be ready toprovide a lot of time and care in order to finish with amodel that is worthy of a kit of this size and cost. It is anexcellent kit, and we highly recommend it.

The large Hasegawa Hellcat can be built as either anF6F-3 or F6F-5. It is an excellent model worthy of consid­erable time and patience when building. This model wasbuift by Don Harris of Tucker, Georgia, shortly after thekit was released in 1971.

DECAL LISTINGKIT OECALS

KII Scale Type Scheme Unll Comments

AHM K-408-79 1/144 F6F-S Gloss Sea Blue VF-29 U.S.S. Cabot. Markings lor ailerons are shown on

ins!rucllons, bul are not provided.

Revell H-l024 11144 F6F-3 Three-tone None Four nalional insignias with red surround, two

number 2s. and two 055s are provided. Marking~

represent no particular unil or aircra!!.

AirfilC 9 02023 '02 F6F-3 Three-tone CVG-5 COR James Flal1ey's Helical lor Marcus Island raidPoor instructions do nOt show proper camouflage

F6F-) BritiSh Fleet Aircraft is coded C3°SOxford Air Arm

Blue

Overall

Fujiml A 12-100 1/72 F6F-5 Gloss Sea Blue None Provides an aircralt number 29 aM an RF tail codefor no particular unit

Heller 155 1/72 F6F-5 Gloss sea Blue VF-12 U.S.S. Randolph markings in 1945. Aircraft numberis 32,

F6F-3 Gloss Sea Blue French Navy

Matchbox PK-18 1/72 F6F-3 Three-tone VF-l U,S,S Yorktown, Aircrafl is coded 6KF6F-3 Two-tone Gray with Fleet H,M.S Indomitable, 1945. Code 116W

duck egg green A.rArmundersides

Teslors 416 1/72 F6F-5 Gloss sea Blue CVG-15 McCampbell's Mlnsi Ill. Markings are In error In

that Minsi III and kill markings should be providedtor both sides of the aircraft.

F6F-5 Gloss Sea Blue VF-27 Carl Brown's aircraft from the U.S S. Princeton,Alrcraf: is named PAPER DOLL and has three kill

markings. 11 also has the famous snarling lacemarkings

Hasegawa 1/72 F6F·3 Three-lone VF-27 Aircralt is from U.S.S. Princeton, and has snarlingface markmgs. A,rcratl IS number 2.

Fujim; 5A4 450 1/48 F6F-5 Gloss sea Blue None Provides basic markings 'or two aircraft. One ISnumber 99, and has T tall code and an Insignia forthe "Red Rippers". The second aircraft has anumber la, and has what are said 10 be Mannemarkings on rhe mstruct.ons.

Otaki OT2-29 1/48 F6F-3 Three-tone CVG·5 CDR Flatley's aircraft lor Marcus Island ra,d,F6F-3 Three-tone VF-16 Aircral1 number 33 from U.S.S. Lexington for Wake

Island raid Four kills are providedF6F-3 Two-lone Gray With No. 808 Aircraft is 'rom H.M S. Khedive, 1945. Coded IL,

duck egg green Squadronundersides F A.A.

Hasegawa JS-081 1/32 F6F-5 Gloss Sea Blue CVG-15 McCampbell's aircraft. Minsi Iii. Decals are in error10 thaI Minsi III IS in white instead 01 yellow.Instructions show no wmdow behind thecockpit, but 'I shoUld be there lor this panicula'F6F-5.

F6F-3 Three-tone VF-17 Aircraft has national insignia and number 41.There are no other markings.

F6F-3 Two-tone Gray with Fleel Alrcralt is coded EW.sky blue undersides AtrArm

CECAL SHEETS

Minulaclllrerand Sheet Number Scale T,pe Scheme Unit Comments

ESel51 1/72 F6F-5 Gloss Sea Blue CVG·15 McCampbell's MlOsi III from the U.S.S Essex ..The

decals are in error in that Minsi III is In whiteinstead 01 yellow. and are only providea for theleft side of the aircraft

F6F-3 Three-lone VF~27 U.S,S_ Prince!on_ Has snarling face and number 2on tail

F6F·3 Three-tone VF-15 U,S.S Essex. Has red surround on insignia andnumber 12 on tail. There are two kills and Ihe nameAmy under the cockpit

F6F-5 Gloss Sea Blue VF~27 U,S,S. Pnnceton. This is supposed to be Brown'snumber 7, PAPER DOLL, but PAPER DOLL andkill markings are missing, Has snarling face

Microscale 72-0056 1/72 F6F-5 Gloss Sea Blue CVG-15 Again this is McCampbell's Minsi Ill, but Minsifll is 10 white jnste.ad 01 yellow, and markings areprovided lor only one side 01 the aircraft,

Microscale 72..(1124 1/72 F6F-3N Three-tone VMF{N)-534 Aircraft is number 10. and a two-view template is

provided to show how to scratch-build the radome,F6F-5N Gloss sea Blue VF(N)-90 Has outline 01 white arrow and number 2 on lail

Microscale 72-0217 1172 F6F-5 Blue Angel Blue Blue Angels Has markings lor all Blue Anget Hellcats1 through 5.

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M,croscale 72·0298 1/72 F6F-5 Gloss Sea Blue CVG-1S Again this is McCampbell's Minsi Ill, but markingsare provided lor only one side of the aircraft.

F6F-3 Three-tone VF-27 Has snarling lace, and number t7 IS on the tail.Instructions show this as an F6F-S instead of aF6F-3. U.S.S. Princelon.

F6F-5 Gloss Sea Blue VF-27 Has snarling lace, This again is PAPER DOLL fromthe U.S.S. Pnnceton, Three kill markings areIncluded.

F6F-3 Three-tone None ThiS IS a rather non-descript aircraft Wilh a large24 on the fuselage side. It probably was based onan early f6F-3 on the U.S.S. Hornet.

F6F-3 Three-tone CVG-S Agam thiS 's COR Flatley's aircraft lor the MarcusIsland raid.

F6F-3 Three-tone VF-16 AIeKander VraClu's aircraft at the raid on Truk.Instructions show this as an F6f-S mstead 01 anF6F·3

M,croscale 48-4 ".. F6F-S Gloss sea Blue CVG-1S McCampbell"s Mms, III ,s represented agam, butagam. h,s mark,ngs are prov,ded 101'" only one sideof the alfcralt

F6F-3 Three-tone VF-27 U.S.S. Princeton, Has snarltng lace and a number17 's on the tail.

F6F-3 Three-tone VF-9 U.S.S. EsseK. Aircraft IS number 23, and hasthree kills.

F6F-5P Gloss Sea Blue VF-8-1 U.S.S. Bunker Hill. Aircralt has a yellow cowland a white arrow on the lai' and wings Number 's132. A small P should have t.een Included underlhe 132 on lhe tail. but IS missmg

F6f-5 Gloss Sea Blue VF-17 U.S.S. Hornet. Has Skull and crossed bonesinsignia under cockpIt and an aircraft number 01

35. The instructions show a while cowl, butphotographs 01 this particular aircraft show itwithout the while cowl. White geometricmarkings on the tail and wings are bestpainted on.

M,croscale 48-96 1/48 F6F-3 Three-tone VF-16 Alexander Vraciu's aircraft at the raid on TrukInstructions show this as an F6F-5 instead of anF6F-3

F6F-3 Three-tone CVG-5 Again this is COR Flatley's aircraft at lhe MarcusIsland raid.

F6F-S Gloss Sea Blue VF-27 This is Carl Brown's PAPER DOLL. TheInstructions ShOW this as an F6F-3 instead of anF6F-S. The aircraft was from the U,S.S. PrincetonIt has three kills.

NOTE: THERE ARE NO AFTER·MARKET DECALS FOR THE HELLCAT IN 1/32nd SCALE.

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