It’s striking how few different types of aircraft the US Navy operated from carriers during World War II, and how they often seemed to be either absolutely brilliant or quite poor. Adding to this dynamic, some truly impressive types emerged just as the war concluded. Excellent designs like the F8F Bearcat and AD-1 Skyraider were flying by VJ day but hadn’t entered service. Similarly, the FD-1 Phantom, the first jet designed specifically for carrier use, arrived late. Perhaps most frustrating was the spectacular F7F Tigercat; it became operational just one day before Japan surrendered, understandably limiting its wartime contribution. Consequently, finding genuinely unconventional choices among the USN aircraft that saw significant combat during the war is virtually impossible because, frankly, there weren’t any outliers.
So, let’s delve into the aircraft that did make their mark. Hopefully, a few of these entries offer slight surprises. At least four of the types on this list even made it into Steven Spielberg films. Here are the top ten Wwii Navy Fighter Aircraft (and other vital types) that shaped the conflict at sea:
10. Martin PBM Mariner
A Martin PBM Mariner flying boat viewed through the angled tail of another PBM-3S during World War II.
Better than the Catalina in almost every aspect (except, initially, reliability), the Mariner remains surprisingly obscure today. Despite being the second most produced flying boat ever (1,366 built, just one more than the Beriev MBR-2), it never fully escaped the slow-moving shadow of the PBY. However, the PBM deserves greater recognition as an excellent flying boat that served extensively from before America’s entry into the war until the 1950s. One of several large aircraft types tested using a piloted scale model (powered by two Chevrolet car engines, nicknamed the ‘Tadpole Clipper’ and now in the National Air and Space Museum’s collection), the first PBM prototype flew with a flat tail. Aerodynamic concerns quickly led to the distinctive inward-canted tailfins, matching the dihedral of the inner wing sections.
An early war Martin PBM-3 Mariner flying boat in flight, showing its nose, dorsal, and tail gun turrets.
Entering service with VP-55 in September 1940, the Mariner was generally successful but considered somewhat underpowered. Control during an engine failure was marginal at best. A later switch to the powerful Pratt & Whitney R-2800 engine resolved this issue, but it occurred relatively late in the war. The Wright R-2600 engines fitted to earlier aircraft lacked the power and reliability needed for maritime patrol duties. Nevertheless, PBMs were credited with sinking at least ten (some sources claim twelve) U-boats and were widely used in the Pacific, including in the nocturnal interdiction role. For night operations, these Mariners were painted entirely black and nicknamed ‘Nightmares,’ though they never achieved the same notoriety as the PBY ‘Black Cats’ performing similar tasks.
A Martin PBM Mariner flying boat demonstrating its JATO (Jet-Assisted Take Off) capability in October 1944.
Later PBMs carried an impressive array of electronic equipment. For instance, the PBM-5S2 variant featured the AN/APS-15 radar, AN/ARR-31 sonar buoy receiver, an L-11 searchlight, and an AN/ASQ magnetic anomaly detector. The Mariner was also heavily armed, with nose, tail, and dorsal turrets each mounting two .50-caliber machine guns, plus single handheld weapons in each beam position. Later models could carry 8,000 pounds of bombs or depth charges, double the capacity of the PBY.
The PBM remained in frontline service during the Korean War, undertaking patrols and Air-Sea Rescue (ASR) missions. One Mariner was attacked by Chinese MiG-15s while on radar monitoring duty in July 1952 but managed to escape. The last examples served with the US Coast Guard until 1958. The Mariner also directly influenced the design of the Martin Marlin, the final and arguably best flying boat produced in the US.
9. Lockheed PV-1 Ventura
An early Lockheed PV-1 Ventura maritime patrol aircraft being bombed up in the Aleutians in mid-1943.
Given that the US Navy primarily fought Japan and Germany in World War II, it’s easy to forget that their domestic rival was often the US Army. Much like with their Japanese foes, interservice rivalry was (and remains) prevalent within the American armed forces. How else to explain the existence of the Navy’s land-based aviation arms (often called the Marine Air Corps Aviation) when the US already had a perfectly capable Army and Air Force? Before and during WWII, the USAAF attempted to hinder Naval aviation effectiveness by demanding a monopoly on land-based heavy bombers and patrol aircraft. They even provocatively used their new B-17s to intercept USN ships at sea. This led to an affronted USN successfully lobbying the War Department to restrict Army Air Force aircraft patrols to within 100 miles of shore.
This limitation was quickly dropped when German U-boats began inflicting heavy losses on transatlantic shipping. The Navy logically viewed counter-maritime air operations as their domain but were largely confined to using flying boats and floatplanes. What they truly needed were long-range, land-based patrol and reconnaissance aircraft with significant bomb loads.
Fortunately for the Navy, the USAAF wanted Lockheed’s Renton plant to build B-29s. The Navy cleverly negotiated permission to operate land-based bombers as a condition of this agreement. Furthermore, they secured exclusive use of a reliable but somewhat overlooked land-based medium bomber already in production: the B-34 Lexington. This aircraft became the PV-1, adopting the British name Ventura in Naval service. RAF Venturas hadn’t been particularly successful in the crowded European skies and were being phased out in favor of the Mosquito by the time the PV-1 debuted. However, over the less contested ocean environment, the disappointing bomber transformed, through a mix of politics, chance, and interservice squabbling, into an excellent patrol aircraft.
A Lockheed PV-1 Ventura aircraft on an ASW patrol somewhere over the Atlantic.
Like the visually similar Lockheed Hudson before it, which had proven highly successful as a maritime patrol aircraft in British service, the Ventura was derived from an airliner, the Lockheed Model 18 Lodestar. While it lacked the immense range of the PB4Y Liberator, the PV-1 was well-armed, reasonably maneuverable, and quite fast. This allowed it to attack enemy shipping and submarines more aggressively than the somewhat ponderous Liberator or the famously slow Catalina. Being essentially a medium bomber, the Ventura could carry depth charges, mines, a torpedo, or standard bombs, making it effective against shore installations and land targets as well as ships.
It was also one of the first US aircraft regularly equipped with radar, and Venturas often served as ‘lead-ships’ for non-radar equipped Liberator units while conducting their own strikes. Perhaps its most surprising role was as a night fighter. The Marine Corps, typically last in line for new aircraft, desperately needed a radar-equipped night fighter, ideally something like the Army’s P-70 Havoc or P-61 Black Widow, or the British Beaufighter or Mosquito. The only remotely suitable aircraft available was the PV-1, which was pressed into service as the Marines’ first radar-equipped aircraft. Despite its bomber origins and relatively limited performance, the Ventura performed surprisingly well, claiming its first kill, a Mitsubishi G4M bomber, in the early hours of November 13, 1943. Later, an improved variant with longer range, the PV-2 Harpoon, was developed late in the war, but a wing issue required a major redesign. This, the best version of this versatile aircraft, saw only brief service before VJ day.
A US Marine Corps PV-1 Ventura night fighter named ‘Chloe’ showing extra forward-firing machine guns.
The political maneuvering that led to the PV-1’s use as a maritime patrol aircraft is long past, but the Navy continues to operate long-range, land-based patrol aircraft like the Orion and Poseidon today as a direct result of those machinations. The Ventura was truly the ancestor of this vital capability. You won’t find these specific models listed with second hand fighter jets for sale, but they represent a crucial lineage in naval aviation history.
8. Curtiss SB2C Helldiver
A Curtiss SB2C Helldiver dive bomber in flight, looking somewhat menacing with dive brakes extended.
Aviation history is replete with examples of aircraft that seemed destined for greatness but failed due to bad luck or timing. The Helldiver belongs to a much rarer category: an aircraft that was unpopular, difficult, and initially dangerous, yet achieved an outstanding service record. Widely criticized for its troubled development and challenging flying characteristics (the British rejected it due to “appalling handling”), the SB2C was nonetheless a spectacularly successful anti-shipping aircraft. It is even (allegedly) credited with sinking a greater tonnage of enemy shipping than any other US aircraft, a claim we’ll revisit.
First flown in 1940, the SB2C was intended to replace Douglas’s SBD Dauntless in the dive bomber role, as the SBD had always been considered a stop-gap. Problems arose from the start: the prototype exhibited structural weaknesses, poor handling, directional instability, and problematic stall characteristics. These issues largely stemmed from its restricted dimensions, particularly its short fuselage length, dictated by the size of Essex-class carrier deck lifts. The aircraft was simply too heavy for its size. There were also issues with its Wright R-2600 Twin-Cyclone engine, an engine Grumman notably abandoned for the Hellcat in favor of the R-2800 Twin Wasp.
The prototype Curtiss XSB2C-1 Helldiver in flight on a snowy day, showing its small tail design.
Adding to these woes, the Navy demanded nearly 900 design changes, significantly delaying production and adding considerable weight, worsening its handling problems. The aircraft was extremely difficult to control below 100 mph, yet carrier approaches were supposed to be flown at 98 mph, making deck landings hazardous. Arguably worst of all, the SB2C wasn’t initially a particularly good dive bomber; controls became heavy in a dive, and dive brakes caused severe tail buffeting, reducing accuracy. Throughout its early career, the SB2C was unfavorably compared to the Dauntless, an aircraft that was easy to fly, supremely accurate, and had greater range. The Helldiver’s reputation improved over time but never entirely escaped the shadow of its predecessor.
An SB2C-3 Helldiver banking over the USS Hornet (CV-10) after strikes in the China Sea in January 1945.Hornet before landing. The aircraft was returning from strikes in the China sea January 1945. Note pitot tube of camera aircraft in foreground.
Initial SB2C-1s were considered unfit for combat, with most used for training (except those of a single Marine Corps unit at Enewetak Atoll). The SB2C-1C was the first model to serve on a carrier, first seeing action during an attack on Rabaul on November 11, 1943. The new aircraft was widely disliked by crews who joked that SB2C stood for Son of a Bitch 2nd Class and nicknamed it ‘The Beast.’ Later models significantly improved handling and dive accuracy, especially the SB2C-3 with its more powerful Twin-Cyclone engine.
During the final two years of the war, Helldivers sank over 300 Japanese ships (including, alongside torpedo bombers, the mighty battleships Yamato and Musashi) and attacked countless shore targets. Helldivers were officially credited with 44 Japanese fighters shot down (likely an inflated figure), and only 19 were lost to enemy aircraft, which says more about the weakened state of Japanese naval aviation than the Helldiver’s own defensiveness. Had it appeared two years earlier, that number would surely be higher. However, the Helldiver was undeniably tough (despite early build quality issues). An abrupt pull-out from a dive-bombing run could subject the airframe to 13G loads, which the SB2C was built to withstand. Later models even earned considerable affection from crews; pilot Bob Barnes, for example, called it “a great dive bomber.”
A Helldiver on the deck of an unidentified Casablanca-class escort carrier in 1945.
By 1945, single-seat fighters could carry the same ordnance load as the Helldiver, and improved weapons meant dive-bombing wasn’t the only way to achieve accuracy. Furthermore, a fighter was far less vulnerable to enemy aircraft than a large, heavy two-seater. Consequently, the SB2C was the last purpose-built dive bomber in USN service, withdrawn from active duty in 1948. Surprisingly, given its mixed reputation, the SB2C found ready acceptance in foreign navies, seeing combat in the Greek Civil War and with France in French Indochina (Vietnam) as late as 1954.
7. Consolidated PB4Y-2 Privateer
A Consolidated PB4Y-2 Privateer, a long-range maritime patrol aircraft, flying postwar over Miami in 1949.
Was this the best long-range land-based maritime aircraft of the war? The USN successfully operated many B-24 Liberators for long-range patrol and anti-submarine warfare, designating them PB4Y. The PB4Y-2 Privateer represented the ultimate evolution of the Naval Liberator: stretched, improved, and optimized for maritime requirements. Instantly distinguishable from its Liberator ancestors by its enormous single tailfin replacing the earlier, more modest twin tails, a closer look reveals a significantly lengthened forward fuselage and circular engine nacelles instead of oval ones.
The Liberator’s somewhat awkward nose turret was improved, aided by adopting a spherical Emerson 128 turret. In the rear fuselage, two large, distinctive teardrop blisters housed the waist gunner positions. The huge tail dramatically improved the B-24’s previously tricky handling. It was intended to become standard on the B-24N bomber variant, but only seven were built before all outstanding Liberator contracts were cancelled at the war’s end. There’s even some evidence that Consolidated themselves may have connived to have the B-24N contract quashed, allegedly furious that a car factory (Ford) might have developed a better aircraft design than they could.
Meanwhile, the Privateer was demonstrating spectacular operational capabilities. The first units became operational in late 1944 and reached the theater in early 1945, giving the Privateer a relatively brief but intense WWII service life. By this stage, advances in electronics provided the Privateer with a versatile suite (by 1940s standards) that could be tailored for various missions. Privateers served as anti-shipping search and destroy platforms, airborne communication relays, radar and radio station hunter-killers, weather reconnaissance planes, and search and rescue aircraft using their radio direction finders. They could even act as their own standoff anti-radar jamming units.
Privateers also made history by becoming the first aircraft to take a fully automated guided missile into action: the ASM-N-2 ‘Bat’ radar-guided glide bomb. Several ships were sunk and others disabled by Privateers using this revolutionary weapon, most notably the coastal defense ship Akugi.
A Consolidated PB4Y-2 Privateer carrying two ASM-N-2 Bat glide bombs under its wings.
After the war, its spacious fuselage and great endurance made the Privateer ideal for Electronic Intelligence (ELINT) and spy missions as the Cold War escalated. A PB4Y-2 was shot down over the Baltic by Soviet La-11 fighters in April 1950, and several operated by Taiwan were lost to Chinese fighters. Mothballed Privateers were reactivated for the Korean War, using their air-to-ground radar to detect North Korean coastal incursions. By 1954, all had been replaced in USN service by the P2V Neptune. Several Privateers served a second career with the Coast Guard, while others became highly effective firefighting aircraft until 2002. The Privateer was truly an aircraft ahead of its time, paving the way for generations of very long-range patrol aircraft packed with sophisticated electronics.
6. Grumman F6F Hellcat
An early Grumman F6F Hellcat fighter aircraft on a training carrier, showing the temporary red surround on the national insignia.
A profoundly sensible evolution of the Wildcat, the Hellcat retained the successful formula of a strong, easy-handling airframe and paired it with an engine providing nearly double the Wildcat’s horsepower. The result was arguably the most capable carrier fighter of the war. It was equal or superior to virtually every enemy aircraft it encountered and lacked the handling quirks of its primary rival, the Corsair. However, despite using the same engine, the Hellcat could never match the Corsair’s top speed. In combat against the Japanese, though, outright speed was not the most crucial quality for a fighter, and the Hellcat held a healthy performance advantage over its main opponent, the A6M Zero. For those interested in the specifics of these iconic Wwii Navy Fighter Aircraft, studying their capabilities against their adversaries is key.
A Grumman F6F-3 Hellcat fighter aircraft from VF-1 in flight over California in 1943.
Developed rapidly, the F6F was initially seen as a low-risk backup in case F4U development encountered issues. Grumman received a contract for the prototype (“improved F4F”) on June 30, 1941, over two years after the first flight of the Corsair – a lifetime in late 1930s aviation development. Yet, the first production Hellcat rolled off the line only four months after the first production Corsair. Despite Vought’s head start, the F6F became the primary equipment for USN fighter squadrons throughout 1944 and 1945. By the time the Hellcat entered combat in August 1943, US forces were gaining the upper hand in the Pacific, and the quality of Japanese aviators and equipment was generally declining. Nonetheless, the F6F’s claimed victory-to-loss ratio of 19:1 (5,156 kills against 270 losses), while undoubtedly and innocently inflated, is undeniably impressive. For those curious about the skilled pilots and their units, exploring ww2 fighter squadron names can provide fascinating insights into the history behind these aircraft. If you’ve ever wondered what it takes to acquire such a piece of history, you might even find information on a grumman f6f hellcat for sale today.
A Grumman F6F Hellcat fighter aircraft creates condensation rings around its propeller while waiting to take off from the USS Yorktown (CV-10) in November 1943.Yorktown on an operational mission in November 1943. The Hellcat was an excellent deck handling aircraft.
The Hellcat’s finest hour was likely the Battle of the Philippine Sea in June 1944, the largest carrier battle in history. US carrier aircraft destroyed around 750 Japanese aircraft while losing fewer than two dozen Hellcats. The F6F was the sole US fighter type involved in this action, which devastated 90% of the aircraft available to Japanese carrier air groups in just two days, effectively crippling the Japanese Navy’s ability to operate aircraft at sea. A truly superb wwii navy fighter aircraft, the Hellcat was available in sufficient numbers precisely when they were needed and remains inextricably linked with the next aircraft on this list.
5. Chance Vought F4U Corsair
An early ‘birdcage’ Chance Vought F4U-1 Corsair fighter aircraft in flight, showing its distinctive inverted gull wings.
An aesthetically striking aircraft, the Corsair navigated a challenging introduction to carrier operations to become one of the conflict’s finest aircraft and one of the most successful combat planes ever. The first American single-engine fighter to exceed 400 mph, it became the last piston-engine fighter to score an air-to-air victory (in 1969). However, but for the necessities of war, the F4U might never have served from a carrier deck. The prototype first flew in November 1940, and while its performance was excellent, the Navy demanded changes. Informed by air combat in Europe, their top priority was increasing armament from two .30 caliber machine guns in the nose and two .50 calibers in the wings to a more potent six .50 calibers in the wings.
This modification required removing the wing fuel tanks. To maintain acceptable range, an alternative fuel location was needed. Due to center of gravity considerations, the fuel had to be stored in or directly above the wing, leading to a large fuel tank being installed in the fuselage over the wing. This, in turn, forced the cockpit rearward, creating the F4U’s most problematic feature for deck landing: the pilot’s inability to see over the nose. This issue was compounded by stiff shock absorbers in the landing gear, causing the aircraft to bounce after touching the carrier deck, potentially missing the arrestor wires and resulting in a crash. Understanding the history of ww2 fighter plane names like the Corsair helps appreciate the design challenges faced.
A Chance Vought F4U-1 Corsair fighter aircraft from VF-17 landing on the training carrier USS Charger (CVE-30) in 1943.
It’s often claimed the Corsair failed its carrier qualification tests and that the British Fleet Air Arm developed its landing techniques, but this is a myth. Three USN units had carrier-qualified the Corsair before the FAA even received them. Nevertheless, the F4U was acknowledged as difficult to deck land, especially compared to the docile Hellcat. This fact undoubtedly contributed to the decision to simplify spare parts logistics by equipping land-based Marine Corps units with Corsairs and operating Hellcats from carriers. The Navy’s loss was the Marine Corps’ gain. Accustomed to receiving the Navy’s hand-me-downs, the Marines found themselves with arguably the world’s finest wwii navy fighter aircraft (though most Hellcat pilots would disagree) and used it with devastating effect. It’s notable that the highest-scoring Corsair ace of the war was a Marine Corps pilot, Robert M Hanson, with 25 victories. With airframe improvements and perfected handling techniques, the F4U permanently returned to US carrier decks in December 1944. There are opportunities for enthusiasts to find a vought corsair for sale today, allowing a piece of this legendary history to be owned.
A US Marine Corps F4U Corsair fighter bomber launches rockets during a strike against Okinawa targets in 1945.
The Corsair’s official combat tally is 2,140 aircraft shot down against 189 combat losses, a ratio of 11.3:1. Like the Hellcat, this number was certainly an overestimate, but its air combat record was astoundingly good. Although the Hellcat claimed more kills in WWII and was described by many pilots as a superior dogfighter, the Corsair ranks higher here due to replacing Hellcats in carrier units by 1945, its greater ultimate development potential, and its astounding longevity. The Corsair flew on in combat through the Korean War (scoring 12 kills) and beyond, unlike the Hellcat. It also scored the last piston-engine air-to-air kill in history, 17 years after the last Hellcats were used as radio-controlled bombs.
And let’s be honest, it looks more exciting. Unlike:
4. Grumman TBF Avenger
A Grumman TBF Avenger torpedo bomber lands on the USS Lexington (CV-16) in the Pacific in December 1944.Lexington somewhere in the Pacific.
When the Avenger first saw combat, five out of six aircraft committed were destroyed. Hardly a promising start, but the Avenger would ultimately reverse its reputation from this bloody baptism. A popular myth suggests the name ‘Avenger’ was chosen to avenge Pearl Harbor. In reality, the name was selected two months before the attack, but as the TBF was the first new American aircraft to enter service after the US entered the war, the story gained traction. Despite looking about as sleek as a washing machine, being the heaviest single-engine aircraft of the entire war, and earning the nickname ‘Turkey,’ the sturdy TBF was surprisingly lively in the air (though never truly agile) and proved extremely effective. It even had some celebrity connections: Paul Newman was an Avenger gunner (ruled out as a pilot due to color blindness), and George H.W. Bush, the youngest Naval aviator of the war, piloted a TBF in combat (and was shot down).
The sole surviving Grumman TBF Avenger from its disastrous combat debut, crash-landed on Midway Island.
Unlike its dive-bombing counterpart, the SB2C, the torpedo bomber Avenger had a remarkably smooth introduction to service. It was simple to fly and deck land. The main criticisms were being slightly underpowered and difficult to exit in an emergency. Like all Grumman designs, it was incredibly strong and could operate even from small escort carriers with relative ease. Its combat record speaks for itself, starting with the destruction of the battleship Hiei in November 1942 and following up with numerous other vessels, culminating in the shared destruction, alongside the Helldiver, of the super-battleships Yamato and Musashi.
A Grumman TBF Avenger torpedo bomber releases a Mark XIII torpedo in October 1942.
Over the course of the war, the Avenger’s primary role shifted from anti-shipping to increasingly common attacks on land targets. The Navy’s premier torpedo aircraft saw much more action as a conventional bomber. But arguably, the TBF’s most significant contribution was as an anti-submarine aircraft, second only to the Liberator in the number of submarines sunk. The Avenger effectively used new technologies like sonobuoys and the Mark 24 ‘mine’ (or Fido), which was actually an acoustic homing torpedo. Its most notable victim with this weapon was the Japanese cargo submarine I-52, which was carrying over two tons of gold, three tons of opium, and worrying items like bomb sights, aircraft components, and 800kg of uranium oxide to Germany. I-52 was sunk, with its controversial cargo, by a pair of ASW Avengers from escort carrier USS Bogue in June 1944 before it reached Europe.
A postwar Goodyear-built TBM-3W Avenger with a large ventral radar pod and additional tailfins.
Postwar, the Avenger served on as an ASW and AEW (Airborne Early Warning) asset for many years before a long civilian career as a firefighting aircraft, a role well suited by its sturdy construction, a hallmark of its naval heritage. The last operational firefighting Avenger was retired as late as 2012. During its eventful career, besides interrupting a prime opium shipment, the TBF shot down a V-1 ‘doodlebug’ and surprisingly won a low-level dogfight against a Nakajima Ki-44. Most famously, the Avenger is tied to the Bermuda Triangle legend following the infamous disappearance of ‘Flight 19,’ five TBFs on a training exercise that vanished in December 1945.
3. Grumman F4F Wildcat
A new Grumman F4F-3 Wildcat fighter aircraft in early 1942, showing its pre-war insignia.hinomaru marking.
Despite losing out to the Brewster F2A Buffalo to be the US Navy’s first carrier-borne monoplane fighter, the resilient Wildcat became the finest carrier fighter of its generation and essentially secured the air war over the Pacific. The Buffalo, in contrast, was largely relegated to obscurity (though it saw insane levels of success in Finland). Originally designed as a biplane (the unbuilt F4F-1), the Wildcat was quickly modified into a monoplane (F4F-2) when it became clear that biplanes were obsolete, even for an operating environment requiring good low-speed control and a strong structure, qualities favoring the biplane design.
Never particularly fast, the F4F was maneuverable (though not on par with the A6M Zero, its primary opponent), well-armed, immensely strong, and an exceptionally good deck landing aircraft. These qualities, it turned out, were precisely what the Allies desperately needed. The Wildcat first saw service with the British Royal Navy, becoming the first US aircraft in British service to claim a combat victory when two shot down a Ju 88 on Christmas Day 1940. Curiously, the final RN ‘kill’ of a Luftwaffe aircraft was also achieved by a Wildcat on March 26, 1945, when four Bf 109Gs were shot down over Norway.
A Grumman F4F Wildcat fighter aircraft on a carrier deck, showing its narrow-track landing gear.
In USN service, after the Brewster F2A was withdrawn from carrier operations in late December 1941, the F4F was the only operational wwii navy fighter aircraft on US carriers until the first Hellcats arrived in September 1943. Consequently, it was the F4F that provided the fighter presence during all the Navy’s crucial actions for the first year and a half of the conflict, including the decisive battles of Midway, Guadalcanal, and Santa Cruz. These battles occurred when the Imperial Japanese Navy was at its peak and the conflict’s outcome was still uncertain. By the time the Hellcat and Corsair appeared in significant numbers, the war in the Pacific was effectively won.
Against the Zero, the Wildcat was theoretically at a distinct disadvantage, being slower, less maneuverable, and seemingly outgunned. It more than compensated through the superior tactics employed by US aviators, greatly aided by their reliable radio equipment (the Zero’s radio was described as “useless” by ace Saburo Sakai), and its incredible toughness. Sakai described the Wildcat’s remarkable sturdiness: “For some strange reason, even after I had poured about five or six hundred rounds of ammunition directly into the Grumman, the airplane did not fall, but kept on flying. I thought this very odd—it had never happened before.” Meanwhile, in the Atlantic, F4Fs operating from tiny escort carriers helped eliminate the threat posed by the Focke-Wulf Condor, the ‘Scourge of the Atlantic,’ which attacked merchant shipping and relayed convoy details to U-boats. Both RN and USN F4Fs supported the Operation Torch landings, shooting down several Vichy French aircraft – somewhat ironic as France was the Wildcat’s first overseas customer (though the ordered F4Fs weren’t delivered before the fall of France, and the order went to the UK).
A Goodyear-built FM-2 Wildcat, distinguished by its taller tail fin, launches from the catapult of the USS Core (CVE-13) in the Atlantic in the spring of 1944.Core in the Atlantic during the spring of 1944.
Even after being replaced on the large fleet carriers, Wildcats remained a vital presence on escort carriers, which were too small for the Corsair or Hellcat, serving until the war’s end in both the Atlantic and Pacific. Production (later by General Motors) ceased only in August 1945. The Wildcat proved that reliability, toughness, and ease of use are invaluable qualities, especially at sea. The US Navy ultimately fielded two technically better wwii navy fighter aircraft, but due to the battles it fought and when it fought them, the Wildcat was arguably the most important US naval fighter of the war.
2. Consolidated PBY Catalina
A Consolidated PBY-5A amphibian Catalina flying boat on patrol over the snow-covered Aleutians in early 1943.
Memorably mentioned, along with the Ventura, by Quint in Spielberg’s 1977 classic ‘Jaws,’ the ‘big fat PBY’ was a sight meaning the difference between life and death for thousands of downed aircrew and shipwrecked sailors. It is one of the very few combat aircraft that may have directly saved more lives during the war than it took, though quantifying that precisely is impossible. And that’s before considering its many years of postwar firefighting service. By virtually any standard (except maximum speed), it was the most successful flying boat of World War II and arguably in all aviation history.
US Navy ground crew assist a Consolidated PBY Catalina flying boat taxiing towards a life raft, a welcome sight for shipwrecked personnel.
Despite being jokingly called the slowest combat aircraft of the war, the Catalina achieved an astonishing amount in US Navy service. As well as being the foremost Allied air-sea rescue aircraft (in which role it was always called ‘Dumbo’), it was second only to the Liberator (also designed by Isaac M. Laddon) and tied with the Avenger in sinking submarines, thereby significantly contributing to keeping critical merchant convoys running to the UK. Its exceptional endurance made it an outstanding maritime patrol platform, convoy escort, and long-range reconnaissance asset. It performed spectacular and highly effective low-level nocturnal interdiction, sinking thousands of tons of Japanese shipping. Yet, the PBY could also serve as a simple cargo transport.
A Consolidated PBY-5 Catalina flying boat in pre-war markings flying over the ocean, showing early ASV radar antennas.
The ‘Cat’ also made history by being the first USN aircraft to score a confirmed air-to-air victory in World War Two. On December 10, 1941, a PBY flying off the Philippines was intercepted by three A6M2 Zeros, and the bow gunner successfully shot down one attacker. Later, a Catalina crew famously spotted the Japanese task force en route to Midway Island, initiating the decisive Battle of Midway, the turning point of the Pacific war. It was the first operational USN aircraft to carry radar and the first to use MAD (Magnetic Anomaly Detector) gear in combat.
A PBN-1 Nomad, a variant of the Catalina built by the Naval Aircraft Factory, showing its pointed bow.
One of the most important aircraft of the war, the Catalina was built in greater numbers than any other flying boat and served with the armed forces of an astounding 31 nations, the last retiring in Brazil in 1982. The earliest surviving airworthy Catalina, one of about 20 flying worldwide, is a 1941-built PBY-5A operated by the American Heritage Museum. This specific aircraft is historically significant as the single most successful anti-submarine airframe, credited with 3.5 U-boats sunk during the Battle of the Atlantic.
1. Douglas SBD Dauntless
Douglas SBD Dauntless dive bombers, some showing wear and tear, flying over the South Pacific near Midway Island in the summer of 1942.
A strong contender for the single most genuinely decisive combat aircraft in history, the Dauntless delivered the critical blow at the Battle of Midway, a blow from which the Imperial Japanese Navy never recovered and which marked the turning point of the Pacific War. Noted aviation author Bill Gunston wrote, “It is remarkable that the SBD, so similar to Britain’s disastrous Battle, should have turned the whole tide of war in the Pacific.” This is somewhat true in that their performance and offensive armament were eerily similar, but of course, the SBD was a dive bomber, making it exponentially more accurate than the Battle could ever be.
An unarmed Douglas SBD Dauntless dive bomber making a practice dive attack for a photograph.
Designed by the brilliant Ed Heinemann, the SBD originated as a Northrop aircraft, an improved version of the BT-1. By the time the improved version appeared, Northrop had become Douglas’s El Segundo division, so the BT became the SBD, standing for Scout Bomber Douglas. However, crews joked it stood for Slow But Deadly. This nickname perfectly captures the affection crews held for the Dauntless. Besides being a phenomenally accurate dive bomber, the SBD was easy to fly and deck land – qualities highly valued by carrier aircrews. The SBD remained the standard against which its problematic replacement, the SB2C, was judged and often found wanting.
A Douglas SBD Dauntless dive bomber from USS Enterprise hit by anti-aircraft fire, showing oil coating the fuselage and cockpit.Enterprise after it was hit by anti-aircraft fire on 30 March 1944. After discarding the bombload the aircraft was successfully ditched and the crew recovered. The SBD had the lowest loss rate of any US Navy combat aircraft in the Pacific.
The fact remains that the slow and cumbersome SBD should have been incredibly vulnerable when not actively dive-bombing. The British Royal Navy rejected it; RN test pilot Eric Brown wrote it was “a decidedly pre-war aeroplane of obsolescent design and certainly overdue for replacement” (a bit rich coming from an air arm still happily operating the open-cockpit biplane Fairey Swordfish). Yet, the Dauntless destroyed more Japanese shipping than any other Allied aircraft… possibly – the same claim is made for the SB2C. Significantly, however, the Dauntless sank capital ships early in the war when the Japanese navy still possessed a formidable aviation component, making such feats extremely difficult and dangerous.
Bombed-up SBD-5 Dauntless dive bombers flying over Eniwetok Atoll on February 18, 1944.
Six carriers were lost to Dauntlesses, three of them within a mere six minutes at Midway. The SBD also seems to have been a bizarrely lucky aircraft. The carrier Akagi was sunk by just three aircraft, each armed with only a single 1,000 lb bomb. It was also remarkably difficult to shoot down; for slightly unclear reasons, the SBD had the lowest loss rate of any US Navy aircraft in the Pacific War. This is odd considering the Army version, the A-24 Banshee, suffered such severe losses to Japanese fighters over New Guinea that it was relegated to non-combat duties in 1942. Unbelievably, SBD crews were officially credited with shooting down 138 aircraft, 106 of which were Zero fighters. This figure is a staggering overclaim. The highest-scoring SBD ‘ace’ crew, pilot John Leppla and gunner John Liska, were credited with seven kills during the Battle of the Coral Sea. In reality, no Zeros were lost to SBDs during that action.
An SBD Dauntless on the USS Ranger receiving a 1000lb bomb for a mission supporting Operation Torch in November 1942.Ranger is fitted with a 1000lb bomb for a mission in support of Operation Torch, the Allied invasion of French North Africa. Compared to its successor, the Dauntless was a remarkably small aircraft.
The SBD sank its first of many vessels when Dauntlesses from USS Enterprise sent Japanese submarine I-70 to the bottom on December 10, 1941, just three days after the Pearl Harbor attack. The SBD saw more action than any other US type during 1942, securing victory at the Battle of Midway in the process, before continuing impressive anti-shipping work at Guadalcanal and elsewhere throughout 1943. Proving its effectiveness wasn’t limited to the Pacific, the Dauntless also saw action in Operation Torch and sank five German ships in Bodø harbor, Norway, during Operation Leader in October 1943. They remained in carrier service until mid-1944, with their final major carrier engagement being the Battle of the Philippine Sea in June of that year, where three Japanese carriers were lost. Meanwhile, the Dauntless served with the Marine Corps until the war’s end. You can often find listings for vintage military aircraft, though seeing these specific wwii navy fighter aircraft and bombers in flying condition is a rare treat.
Ultimately, while others contributed significantly, this was the weapon that won the Pacific war at sea.
A Douglas SBD Dauntless dive bomber dropping a bomb with perforated dive brakes extended in 1942.
Shocknaue needs your support! This site is absolutely free; to remain so, it needs your donations. If you can afford it and wish to, hit the donations buttons on this page. Our supporters are everything! Thank you.
