TBD-| "DEVASTATOR"AERO SERIES VoL. 23 DOUGLAS TBD-! “DEVASTATOR' ART WORK y JAMES DIETZ T.€ DOLLDEDICATION Few people have the good fortune to associate with an individual that possesses all the attributes one associates with the true gentleman; sincerity, integrity, sense of humor, sharp wit—to name a few. We, the authors, have been granted the privilege of being associated with such a man. Many times in the course of our research we have had to call upon this man for his assistance. Each time, and there were many such times, he gave of himself and his time without hesitation or complaint. He always fulfills the duties requested of him 101% and always with a smile and a kind word. We therefore wish to dedicate this work to a gentleman of the first order; a man who learned to fly not too long after Orville and Wilbur mastered the art and who, while in the service of his grateful nation, kept us all safe from harm as he aimlessly drove his Gooney Bird through the skies above Normandy on that historic 6th of June in 1944 We thank you Jack Manion. ACKNOWLEDGEMENTS The authors wish to express their sincere appreciation to the following in- dividuals for their unselfish assistance during the preparation of this volume: Major A. J. Bibee, USMC (ret.) Mr. Allan W. Cairncross AAHS. Cdr. Roy N. Dahistrom, USN (ret.) VT6. Vice Admiral W. V. Davis, Jr. USN (ret) VT-5 CWO J. G. Dietz, USN VT-2 William Franklin, AMGS USN VT-3. Mr. Harry . Gann AAHS. W. J. Gilstrap, ATRC USN VT-2 Mr. Thomas C. Haywood, Flying Tiger Line Inc. Mr. Martin J. Kishpaugh AAHS. Mr. William T. Larkins AAHS. Capt. Charles W. Lord, USN (ret.) VT-5 Capt. B. G. Preston, USN VB-3 & VB-5. Capt. J. F. Rigg, USN (ret) VN-5.- Mr. William A. Riley AAHS. Lt. William Steed, USN (ret) VT-3. + Mr. D. Bruce Van Alstine AAHS. Mr. Joseph Weathers AAHS Capt. E. V. Wedel, USN (rel.) VT-7. Capt. A. Walt Winchell, USN (ret.) VT-6. “TAD star in circle design in center of squadron insignia, color page, courtesy of D. Bruce Van Alstine. LIBRARY OF CONGRESS CATALOG CARD NUMBER 7285151 COPYRIGHT 1973 AERO PUBLISHERS, INC, ALL RIGHTS RESERVED PRINTED IN THE UNITED STATES OF AMERICA,TABLE OF CONTENTS ‘EO! Nav’ Fis ALMatal Low Wing Aeraft Carre cusiteston ‘The TBO in re-Poa Harbor Daye ‘Th DEVASTATOR Goes 1 War ‘Te0»'st Scapa Fow Coral Son Acton anay Aetions 780 oetaeThe TBD-1, Douglas “Devastator’' in pre-WWI colors, This torpedo-bomber's wing span was 50 feet with a length of 35 feet. Maximum weight was 10,194 Ibs. A top speed of 206 mph was attained at 8000 feet. Service ceiling was 19,350 feet. The TBD-I had a range of 435 miles with torpedo. A Pratt & Whitney R-1830-64, developing 900 hp, powered the Devastator.TBD-1 Navy’s First All-Metal Low Wing Aircratt The Douglas TBD-1 during the immediate pre-WW II years was considered to be the most modern and efficient aircraft of her type. Aviation publications of the pre-war years boasted of her power and sleekness and the Pensacola yearbook for 1939, FLIGHT JACKET, stated that the T8D-1 was the overwhelming choice of it's Aviation - Cadets when asked about the type of airplane they hoped to fly on a regular basis after graduation. Truly the TBD was in her prime in 1937, 38, 39 and 40. Two years later in early 1942, while still our only operational torpedo bomber, progress in the form of faster more adequately armed Japanese fighter planes coupled with an outdated method of attack would bring the combatant life of the TBD to a humiliating halt. Torpedo bombing in itself was fast becoming a thing of the past. The successor to the TBD, the Grumman TBF and its variants, would actually be used more as a horizontal bomber than as a torpedo bomber throughout World War Il. In com- plete fairness to the TBD crews that flew her into combat it should be stated that the airplane did not always get the short end of the stick. Many examples of successes with the TBD are evident in the early 1942 carrier raids against Wake Island, Marcus, Lae and the action in the Coral Sea. These bright spots in a dark period of time reflect mostly ‘on the ability and training of the US Naval Aviator and aircrewmen. Consider the top speed of the airplane, 100 knots with a 2,000 Ib. torpedo; the sorry performance of the Mk. XIII Bliss-Leavitt aerial torpedo which couldn't be released above 100' and attained a top speed of between 55 and 60 knots; add the com- Petition that the Japanese put into the air at Midway and the end result is the TBD's Prototype XTBD-1, 22 April 1935, Photo credit—DowglasXTBD-I during cest flight, 4 April 1936, desperate combatant life. The TBD-1 traces its beginning back to 30 June 1934 when the Bureau of Aeronautics put out a call for all interested companies to submit their designs for a new torpedo plane which would eventually replace the aging Great Lakes TG-2 and the Martin BM-1 then in use. Hall Aluminum Company came up with the XPTBH-2, a high wing, twin-float seaplane and Great Lakes brought forth the XTBG-1; a unique looking biplane that featured a 3-man crew completely enclosed under sliding canopies. The XTBG-1 proved unstable and handled poorly in the air; the XPTBH-2 was limited to water bases and because of this did not find favor with the” Navy. The Douglas design, the XTBD-1, met all the Navy's requirements and after a rigorous testing program, would result In a NTRD-1 mock-up, 1934 Photo credit—Douglas Photo credit Douglas contract for 114 TBD-1's, followed later by an order for 15 additional aircraft. Into the air for the first time on 15 April 1935, the XTBD-1 performed well in the sky over Santa Monica, California. Performance trials on the new airplane began in late April at the Naval Air Station, Anacostia, D.C. On 13 June the XTBD-1 began night flying tests at NAS Norfolk, Virginia. Four days later the XTBD-1 returned to Anacostia for routine maintenance checks. The last week of July found the airplane assigned to the Naval Proving Ground, Dahlgren, Virginia for bom- bing tests. These bombing tests continued until 20 September 1935. Following a brief stay back at Anacostia, the new torpedo bomber began torpedo dropping tests at NAS Norfolk which continued on through 10 October. First naval aircraft with hydraulically powered folding wings. Photo credit—DouglasCarrier Qualification The USS LEXINGTON, CV-2, would have the distinction of being the first aircraft carrier to land the XTBD-1 airplane. Lieute- nant William V. Davis Jr. was assigned to fly the aircraft from Anacostia to NAS North Island, California where he and three other pilots would put the XTBD-1 through a series of landings and take-offs onboard the LEXINGTON, then under way off the coast of Southern California, Carrier testing began on 5 December 1935 with Lieutenant Davis making the first landing on the LEX. Lieutenant (jg) George W. Anderson and Lieutenant Stuart H. Inger- sol also flew the XTBD-1 during these tests; altogether a total of 13 take-offs and lan- dings were made by the 3 pilots before the tests were concluded The carrier tests were over by 10 December and the XTBD-1 was flown on to the Douglas factory in Santa Monica, Califor- nia for test analysis. The most noticeable change to the XTBD-1 during Its year-long stay at the Douglas plant was the new cockpit canopy which was designed to give the pilot better visibility during carrier lan- dings. The Inspector of Naval Aircraft at Douglas released the XTBD-1 on 13 December 1936. The aircraft then flew back to Anacostia for additional performance tests. On 23 February 1937 the XTBD-1 underwent accelerated service tests which were completed by the 10th of April. Pratt & Whitney Aircraft Company then received the airplane for a series of engine tests. In November 1989 the experimental torpedo bomber arrived at the Naval Aircraft Factory in Philadelphia, Pennsylvania, for a series of armament installation tests. After this was completed the XTBD-1 was sent out to NAS San Diego, California for a major ‘overhaul, from 15 April through the first week of August 1940. On 9 August the XTBD-1 arrived back at Dahigren for more testing. This was followed by a brief stay at the NAF for vibration tests. On 21 March 1941 the XTBD-1 returned to Dahlgren where it remained until 21 August when it was assigned to NAS Norman, Oklahoma to be used as a training device for new mechanics. The XTBD-1 spent the remainder of her days at Norman. She was scrapped there on 10 September 1943. Higher canopy was installed giving pilot better visibility during take-off and landing, 4 November 1936. Photo credit—DouglasFirst production TBD-1 (0268) at the Douglas plant 28 June 1937. Photo credit—Dougla TBD-1 featured 13 feet of “greenhows longest of any single engine US Navy aircraf the period. Photo credit—Dougle Wings partially folded on 0268. Photo credit—DouglasTBD-1A torpedo dropping tests at Newport, 1939, Photo eredit—USN 1-14 at the Douglas Factory 21 January 1938. Photo credit— DouglasWings fully folded. Flaps extended. Photo credit—Dowglas 19 January 1938. Photo credit— DouglasFirst Production TBD-1 The XTBD-1 underwent twenty-five months of testing since it's first flight in April 1935. The airplane having cinched a contract for 114 TBD-1 torpedo bombers on 3 February 1936. The new airplanes would be built at Douglas’ Santa Monica, California facility on United States Navy contract number 46330 and were assigned Bureau Numbers 0268 through 0381. The first production aircraft, 0268, was ready for testing in June 1937. The airplane arrived at Dahlgren for bombing tests on 17 July. These tests proved the TBD to be a reliable and steady horizontal bombing plat- form. During the remainder of July the TBD- 1 performed well in a series of arresting, . : torpedo and night flying tests. On 9 August Practice torpedo in place. Photo credit Douglas 3987 the airplane completed the main battery of tests assigned and retired to the NAF for a routine maintenance check. Floatation bags deployed. Photo eredit—Douglas At the Douglas plant, 1937. Photo credit DouglasThe first production TBD-1 received Edo floats on 14 August 1939 and became the TBD-1A. Previous to becoming the TBD-1A, 0268 flew a total of 54.8 hours in 65 test flights in the period trom 25 June 1937 through 10 August of the same year. The TBD-1A began testing at the Naval Torpedo Station, Newport, Rhode Island on 28 September 1939. This big bulky floatplane went through many tests at New- port until finally it was decided to scrap the project in mid-WW II. On 23 September 1943 the TBD-1A was stricken from the list at Newport. TBD-1A on beaching gear at Newport, 1939. Photo credit—USN TBD-1A at Newport, R. L., 1939. Photo credit—USN Classic tines of the TBD are evident in this fine photo of 6-T-1.Photo credit—USNSeats VI-3 TBD's folding their wings in unison for Warner Brothers camera crew during location filming of motion picture “Dire Bomber" in March 1941 at NAS Sunnyvale, California. VMB-2 BG-I's fi by overhead. mr Another view of jn iu scheme until “Dive Bomber” filming veas completed while rest of squadron's TBD's were sporting overall light grey paint. Camera crew visible at lower right of photograph. Photo credit—USN Wings completely folded as SBC-3's of VS-5 fly by overhead. Photo credit—USNThe TBD-1in Pre-Pearl Harbor Days USS Torpedo Squadron 3 attached to the air- craft carrier USS SARATOGA, CV-3, was the first operational squadron to receive the TBD-1 aircraft. First deliveries started in November 1937. The commanding officer of VT-3 at this time was LCdr. M. E. Crist. The TBD's with their huge white tails looked impressive on the old carrier's flight deck and all eyes were on VT-3 whenever they commenced flight ops. On 26 January 1938, 3-T-18 of VT-3 made the 38,000th landing aboard SARA. Life with the TBD did have its little ups and downs in VT-3. William C. Stead, then an enlisted man in the squadron recalls that the first TBD’s delivered had single action brakes that worked only when the plane was stopped or moving forward. Several TBD’s almost went over the side before someone discovered that the planes’ captains were not asleep on the job as brake riders. A service change corrected this later on. Many VT-3 pilots were called on the carpet for “hotrodding” as evidenced by a long carbon streak from the exhaust stacks to the tall. The trouble however did not lie with the poor aviator. The new TBD's were initially equipped with NAY9E1 carburetors which did not have inverted check valves installed. The NAY9E1 was soon replaced by the NA-Y9J1 and this problem was solved. VT-3 TBD-1 makes 38,000th landing on SARATOGA, 26 Janwary 1938. This airplane, 3-T-18 BuNo. 0288, was later fost in a crash on 28 Jaly 1938. Photo credit—USN/Nat. Archives In the spring of 1941, VT-3's fifth section, planes 13, 14 & 15, appeared in the Warner Brother's motion picture, “Dive Bomber”. This film was one of the first Technicolor movies to deal with the subject of US Naval Aviation and the flight scenes of the F3F's, SB2U's and TD's, in full color, are classics from the Golden Age of US Naval Aviation. Bill Franklin was the plane captain of 3-T- 14 and he believes that this section, the fifth, was the last of the TBD’s to discard the colorful peacetime markings of the period. Because they were featured in the movie Photo credit—USNUSS LEXINGTON CV-2 as she appeared in October 1941 with VF-2's F2A-3's; VB-2's SBD-3's; VI-2's TBD-I’s and VS-2's SBD-3's on her flight deck. Photo credit—US! they remained in the pre-WW II paint scheme longer than any other squadron. In early 1941 all carrier-based aircraft were repainted with a non-specular light grey camouflage. Torpedo Squadron Two on the USS LEXINGTON, CV-2, was the second squadron to receive the TBD-1 aircraft in January 1938. The first airplane received by \VT-2 was 0292 which was delivered as 2-T-9. Four months later VT-2 had 21 TBD-1's on their roster. The new plane featured folding wings and in the beginning of it’s service life the TBD suffered greatly from the absentmindedness of pilots not used to the folding wings of the TBD-1. Torpedo Two's Lt. Stone forgot to check the wing locks on 2- T-18 in January 1938 and nearly lost his life in a crash at NAS North Island. Throughout the Fleet other torpedo DECK SCENE—TBD's of VT-3 roll toward take-off from SARATOGA in mid-1941. Photo credit—US. 1, 12 May '38. Photo credit—USNsquadrons began to receive the TBD in substantial numbers. Among them the USS YORKTOWN, CV-5's Torpedo Squadron Five. On 19 February 1938, Lt. Charles W. Lord took delivery of 0314 for VT-5 at the Douglas plant. From Santa Monica he flew the airplane to NAS North Island to prepare for carrier qualification aboard the LEXINGTON at sea off San Diego. Lt. Lord then flew the TBD on to NAS Norfolk and VT- 5. By June of that same year VT-5 had received 20 TBD-1's. Accidents continued with the new airplane and VT-5 would prove no exception Lt. Charles Lord, who was the first VT-5 pilot to fly the TBD, had a frightful experience on 16 August 1938 while flying as bombardier in 0315. Lord tells of this event: “We were, as pilots, required to quality es bombaraiers once a month. It was an one ot our quaiitying flights that we lost 0315. 1 was fying second pilot and bombaraier this par- ticular day and it was my job to climb down into the bomb bay to turn on the Norden sight when we reached 1,000 feet. To do this it was necessary to remove the chest pak chute. Upon completion of this chore, | fortunately snapped the chute back on as | climbed back up into the middle seat of the airoratt. We had decided to bomb trom 10,000 feet. Seconds after | settled into my seat, | watched the other two TBD’s of our section joining up. The ship nearest our bird was being tlown by one of our ‘new pilots, an Aviation Gadel. As he came up| became a little apprehensive. Sure enough he ‘overshat and slid in, skidding and hit us right in the third cockpit cutting our TBD in hall. Our tadioman, a Chiet, due tor retirement in just two weeks, was decapitated. Our pilot, Chiet STeIl circles to land on SARATOGA in August “$1. Photo credit—USN Benedict, wes catapulted out of the aircraft's front cockpit and parachuted sately; while | was trapped in the middie cockpit. The wrench ‘on the fuselage hed jammed the canopy. | worked furiously on the crank trying fo open it. When, seconds later, | was about to despair, my section of the plane went over an its back The tension was miraculously released and | was able to open the enclosure and parachute trom 600 feet. Luckily my chute opened. | was later picked up by seaplane in Hampton Roads.” Despite some problems in the beginning, the TBD-1 was fast becoming a favorite of the Fleet. The Navy was so impressed with the big bird that on 16 August 1938 it ordered 15 more TBD's from Douglas on contract number 62278. Bureau Numbers assigned were: 1505 through 1519, In 1937 Torpedo Squadron Six was being formed for duty aboard the USS ENTERPRISE, CV-6, which was scheduled to be commissioned early in 1938. VT-6 originally carried the designation of VT-8B, Photo credit—USN/Nat, Archives WUSS ENTERPRISE CV-6 off Peart Harbor in 1940. F3F-2's; SBC-3s; BI-I's and TRD-I's line ber flight deck. Photo credit—USN ENTERPRISE squadron com- ‘manders in the air on the Big E's commissioning day, 12 May 1938. Lt H. L. Jennings is flying the F3F-2, 6 Car. T. S. Combs the SBC-3, 6 Sel; LCdr. D. P. Johuson the TBD- L.Car. F. J. MeKenna of VB-6 and his BT-1 are necded to complete the grouping. Photo credit—USN On 7 June 1940, USS YORKTOWN CY-5, left NAS North Island bound for NAS Ford Island, T.H. This May ‘40 photo shows her with 94 aircraft onboard; F3F-3's; SBC-3’s; J2F’s; SB2U's; IRS-1's; JRF's; BT-1's and TBD-1's, She also carried tons of supplies, motor vehicles and many passengers on this cruise to the Hawaiian Islands. Photo credit—USNLift off from RANGER in December 1941. but in July 1937 changed to VT-6 in order to coincide with the hull number of the ship it was destined for the following year. At this time VT-6 flew a handful of Martin BM-1's and 2's. In April 1838 VT-6 received their TBD-1's at NAS Norfolk and would soon be aboard the ENTERPRISE. On 12 May 1938 VT-6 went aboard the Big E under the command of LCdr. D. P. Johnson with 18 officers, 12 Chiefs and 95 enlisted men. The squadron carried 20 TBD's, By 1939, TBD's were the standard VT type in operation with the Fleet. Squadrons, other than torpedo, took a few TBD’s into their care. Scouting Squadron 42 aboard the USS RANGER, CV-4, carried 3 TBD's in addition to their SB2U-1's and 2's, in December 1940. Scouting Squadron 71 aboard the USS WASP, CV-7, received the first of the 9 TBD's they would carry in December 1940. The TBO’s assigned to VS squadrons were used in the main as tow target aircraft or for hauling parts or whatever they might be needed for. They usually were not used as scout bombers per se; only as supplemental 37-12, 13 and 14, 1941, Photo credit—USN Photo eredit—USN aircraft. The Marine Corps carried a TBD-1 on their list for a few weeks in early 1941. VMS-2, based at San Diego, used 1518 from 26 March through 5 June. Once again this TBD was used to tow targets and whatever else might have come up. VMS-2 at this time flew the Curtiss SOC-3 and the Great Lakes BG-1 airplanes. In 1941 the Navy commissioned another carrier, the USS HORNET, CV-8. Torpedo Squadron Eight had been flying the NAF SBN-1 since their inception in September “41 at NAS Norfolk. Shortly before the HORNET was commissioned on 20 October, VT-8 received their TBD-1's. LCdr. John C. Waldron, skipper of VT-8, welcomed the change-over to the larger more powerful VT type after flying the portly little SBN. Waldron looked upon the TBD as a challenge after spending so much time in the smaller scout bomber types during his tenure with VS-3 in 1939-40, Immediately preceeding our entry into World War Il one might say that in theory at least, our torpedo tactics had reached near perfection. Unfortunately the TBD was on its, 6-T-13 in the groove, 1940, Photo credit—USN 9are wearing “new” blue/grey and light grey camouflage. Note how underside of TBD's wings are still light grey in color: later this area was painted blue/grey to blend in with the rest of the airplane’s top surface color when viewed from above. downhill leg, the old bird had pioneered the tactics then in use by all torpedo planes. The TBD could turn the fastest or slowest of her type aircraft; she could perform steep rever- sals at a low air speed and she could execute, with perfection, the high speed dives used during the early part of the torpedo run. Her days were numbered, however, and the VT crews were looking forward to the new torpedo plane, the TBF, that was due to be delivered to the Fleet “any day now" As 1941 moved along and the events of the world took on greater meaning for the US, measures were being taken in many ways to protect our aircraft. One item of interest regarding the TBD was the removal of the floatation bags from the wings of the big bird. This was done so that in the event the airplane had to ditch in the sea, near or in enemy territory, the plane would sink and take the Norden bombsight with it. Roy Dahistrom recalls the plane handler on the ENTERPRISE that cut a stencil and with it applied the message “Pull handle for 7- course dinner” on the empty floatation bag compartment. Many crews used this empty space to stow all kinds of gear from baggage to food. The folding wings of the TBD Presented yet another problem aside from causing a lot of grief if a pilot took off without having them locked. Roy Dahlstrom again remembers that during a croswind condition 20 Photo credit—USN/? on deck prior to launching aircraft, it was most difficult to spread the outboard wing. One group of plane handlers would hold the inboard wing in the up position while another group would attach lines to the outboard wing and by pulling on these lines, lower the wing. The capacity of the pump used to operate the wings was such that it just didn’t have the “guts” to raise or lower the wings in a strong cross-wind. The infamous month of December was at hand and activity within the Navy's air arm was moving along at a steady pace. One of the outlying bases then being beefed-up was Wake Island. In the closing days of November, VT-6 and the rest of the ENTERPRISE crew found themselves in the company of a rugged fighter group from the Marine Corps, VMF-211, commanded by Major Paul Putnam. VMF-211 would soon be launched from the ENTERPRISE to reinforce the Marine Garrison on the island of Wake. ‘On the morning of 4 December 1941, after a hectic few days’ training period, during which the pilots of VF-6 indoctrinated the Marine pilots on the idiosyncrasies of their new F4F-3 fighters, the flight deckcame alive as the 12 little Marine Grummans leaped into the air and headed toward Wake. In the next few weeks, VMF-211 would write a gallant page of aerial history in the annals of the Marine Corps before succumbing to tem- porary defeat at the hands of the Japanese. ArchivesBeautiful photograph of VT-6 TBD-1's fieshly painted with the low visi began to replace the colorful high-viz scheme in early 1941. TBD’s are on ramp at NAS North Island. Photo credit—USN Leader of section 3 of VT- Photo credit VT-6 TBD with camouflage scheme adopted in October 1941, top surfaces were non-speclar blac grey while iKland 1939. Winged turtle on tip of vertical fin bottom of aircraft remained in non-specular light grey. indicates this TBD has flown over the Equator. Photo eredit—USN Photo credit—W. T. LarkinsPhoto credit —W. T. Larkins Stopover in Texas during cross coun- try flight, 1939. Photo eredit—USN Lineman sets prop in “12 O'Clock" position on TBD at NAS Pensacota in 1938, Photo credit—Capt. J. F. Rigg 22The DEVASTATOR Goes to War The events of 7 December 1941 are all too well known, we were now involved in the war that infected most of the world; like it or not. Because of the war two new torpedo squadrons would soon be formed. VT-4 and VT-7 were actually used more as anti-sub squadrons but they were technically classified as VT squadrons. Torpedo Four ‘on the RANGER received its first T&D, 0306, on 17 December. This was the first of 8 Devastators VT-4 would carry between 17 December '41 and 27 August 1942. VT-7 on the WASP came into formal existance on the WASP on 7 January 1942. She carried only 4 Devastators and eventually ended up flying the Grumman TBF-1 Avenger when the squadron was decommissioned on 7 January 1943. Torpedo Eight was still in training at Nor- folk and LCdr. Waldron was getting anxious to try the TBD in combat. His one and only chance unfortunately would be at Midway. USS WASP CV-7 underway in March 1942. On 17 December '41 VT-8's Lt. Harold H Larsen, while flying 0284 out of Norfolk, made a wheels up landing at Ocean City, Maryland due to fuel exhaustion. His passengers, Mr. F. Drebelbis of the Norden Company and Walter H. Statham, RM2C, escaped injury. Larsen would later com- mand VT-8 on Guadaicanal in TBF-1's. The Pacific Fleet carriers, spared the devastation of Pearl Harbor, began patroling the sea and were kept continually on the move hoping to find the opportunity for a chance to strike back at the Japanese. During those first weeks of the war, VT-3 on the SARATOGA, found themselves on the way to relieve the Marines on Wake Island. Fate however would hold the top hand and this would never come to pass. On 22 December, SARA received orders to return to Pear! and not attempt relief of the Marines. ‘on the little island. Marine pilots aboard the old carrier from VMF-221, with it's Brewster Photo credit—USN/Nat. Archives$-1-2 at Norfolk, February 1942 F2A-3's and F4F-3's, cursed and even wept in anger when told of the change in orders. Torpedo 2 on the LEXINGTON was perhaps the first TBD squadron to engage the Japanese following the altack on Pearl Harbor. On the morning of 10 January 1942, two Brewster F2A-3's of VF-2 sighted an enemy submarine on the surface approx- imately 100 miles west of Johnston Island. The pilot of 2-F-11 reported the sighting by message drop on the LEXINGTON shortly thereafter. One hour and 45 minutes later at 1230 search groups were launched, Within the search group were 4 TBD's each armed with two 325 Ib. depth charges set to detonate at a depth of 50 feet. 2-F-17 along with 2-F-10 made a radio report of sighting a submarine on the surface; bearing, south; distance, 60 miles. The 2 fighters withdrew to an altitude of 8,000 feet and directed the pilots of 2-T-10 and 2-T-14 to the submarine. Both TBD’s started their approach down-sun at 2,000 feet and made a bombsight con- trolled run of 3,000 yards at a speed of 118 mph. The Devastators came in toward the stern (rear) of the submarine which was stil on the surface. 2-T-10 released two depth charges in salvo and they were thought to have landed 100 feet and 124 feet astern, one in the submarine’s wake and one slightly 24 Photo credit —USN to starboard, 2-T-14's depth charges failed to release and the pilot went around for another try. By now the submarine was in the process of submerging. 2-F-17 and 2-F-10 from VF- 2, began straffing the sub. Opening fire above 3,000 feet, 2-F-17 pulled out of it's dive at 1,000 feet while 2-F-10 made it’s pull- out at 100 feet. Tracers were observed striking the hull of the submarine before it completed its dive. By this time 2-T-14 was back in position and commenced a glide attack. The charges were released at approximately 1,400 feet and hit the water some 50 to 75 feet ahead of the sub. The charges exploded causing the bow of the submarine to jerk abruptly to the right, a small slick, different in appearance from that accompanying the first explosions, appeared on the surface. No further view was had of the sub or it's wake. The wake, which had been visible prior to the last attack ceased to show. None saw it reappear beyond the explosion area. At 1852 the attack planes returned to the LEXINGTON. VF-2 and VT-2 were credited with inflicting possible damage on the submarine. This marked the first and last encounter between a US Navy squadron Brewster F2A and the Japanese. It marked the first but not the last :between the TBD and the engagement enemy. January 1942 brought changes of com- mand in the Navy and with it a change of tactics. Plans were being made for an offen- sive strike against selected Japanese bases in the Gilberts and Marshalls. ENTERPRISE, SARATOGA and YORKTOWN were to have been the carriers assigned to make these strikes, but on 11 January SARATOGA took a hit from a Japanese torpedo and had to retire to the states for repairs. This left to ENTERPRISE and YORKTOWN, the task of carrying out the upcoming raids, the first of which was to take place on 1 February. Prior to the strikes of 1 February VT-6 flew anti-submarine patrols along with the “Tare— Alirm—Tare" search routine. This was the signal, (Target Available Torpedo), that VT-6 waited to hear from the search planes of VS-6. The SBD's were launched first, then one or more TBD’s would be bro- ught up from the hangar deck to wait for the proper signal from the searching SBD's. If no target was found by the end of the search leg then the TBD's would go back down to the hangar deck and wait for the next day's search. The “older” pilots, the Chiefs and senior petty officers usually drew the anti- sub flights while the officers took part in the 2s 5-T-1 is subject of posed publicity Photo taken onboard YORKTOWN in December 1941, Photo credit —USN/ Nat. Archives “TAT” flights. The ENTERPRISE Air Group would hit the Marshalls with YORKTOWN drawing the Gilberts. VT-6 was specifically assigned to the shipping, hopefully in the lagoon at Kwajalein. They would use their special *jury-rigged" torpedoes on this raid. These torpedoes featured a box-like crate fitted over the aft end of the fish and it was Supposed to prevent the torpedo from hitting the bottom of the lagoon and remaining there. Some of them worked while others failed. The first wave of Devastators from VT-6 were loaded with three 500-Ib. bombs and made a pre-dawn take-off in order to arrive over the target for a dawn attack. All identifying squadron markings had been removed from the aircraft except for the individual airplane number. No navigation charts were carried as courses to the target and Intercept courses to the carrier had been memorized. One of the TBD's participating in the raid, 6-T-14, piloted by Lt. Robert Laub, with his bombardier AMM 1/C (NAP) A. Walt Winchell, lost sight of the plane's exhaust ahead of them and as they were not using running lights, they were unable to rendez- vous with the other TBD's of the flight. After orbiting the area for a few minutes theynational insignia which was officially ordered removed on 20 May by ALNAV Dispatch #062230. TBD in photo could cither belong to VT-5 or VT-3, both were in the Islands on 29 May '42. VI-5 arrived on 27 May and stayed to check out the Grumman TBF-1 and VT-3 departed Pearl Harbor on 30 May for YORKTOWN, then at sea and on ker way to the Battle of Midway headed for the target as this was the only way they could pick up the return course to the ENTERPRISE. They ware flying at 10,000 feet and made contact with one of the smail atolls about 20 miles north of Kwajalein just at dawn and turned to a southerly heading. The sky was clear, with scattered clouds at about 4,000 feet. In the distance ahead Winchell saw the flash of the first bomb exploding on Kwaja- lein. Up until this time the island was not visible. Chief Smith, in another TBD, made a run from the south on the only thing he could see, a light in one of the buildings on the island. It was his plane that dropped the bomb Winchell first observed. Suddenly through the clouds, bombardier Winchell VT-8 ground crew position one of their TBD's at Norfolk in February 1942. Photo credit—USN Photo credit—USN saw many ships at anchor and picked a large transport for his target. By this time other ships and shore installations had opened up with anti-aircraft fire, some falling short and some above. Six Tare Fourteen dropped a salvo of three 500-Ib. bombs on the star- board quarterdeck of the ship and then picked up a heading for the return trip to ENTERPRISE. At 0725 the VT-6 TBD's returned to the lagoon at Kwajalein this time loaded with their “orange crate” torpedoes. Coming in at near sea level and with heavy anti-aircraft fire, VT-6 sank 2 transports; damaged 2 submarines; 1 light cruiser; 1 gun boat and disabled 2 cargo ships. They had been very lucky; they experienced no fighter opposit- ion. On the same morning, VT-5 from the YORKTOWN took to the air at 0500 loaded with three 500-Ib. bombs. They headed for Jaluit in the Gilbert Islands group. The weather was foul and proved to be more of a menace than the Japanese. They did manage to make a few hits on a seaplane tender and a cargo ship. Torpedo Five lost 4 TBD's on this mission; 2 collided shortly atter taking off from YORKTOWN and 2 were lostDeck crewmen on ENTERPRISE reaily VI-6 TBD's for raid against the Japanese airfield at Tarou on | February 194: when they became disorientated during the return trip to their carrier. Later in the day VT-6 was assigned to make a horizontal bombing attack on a new airfield at Taroa. Bombing trom 8,000 feet they destroyed many airplanes on the ground. Some of the airfield’s bulidings were damaged and the island's ammunition dump went up when 3 bombs from 6-T-14 hit it dead center. Both carriers then retired to Pearl Harbor. YORKTOWN's assignment atter her stay at Pear! was to patrol the Pacific under the Southern Cross and keep the supply line to Australia open. ENTERPRISE got the word on 14 February that their next mission was to be a strike against the Japanese on Wake Island Torpedo Six would be used as horizontal bombers carrying twelve 100-Ib. bombs, six under each wing. One hour after take-off on the morning of 24 February VT-6 arrived 27 Photo credit—US over Wake at 12,000 feet. It was their job to destroy the gasoline storage tanks across from Wilkes Island. Out of 10 tanks, 7 were eliminated and all the TBD’s returned safely to ENTERPRISE The raid on Wake was followed by an attack on Marcus Island. The attack force consisting of VF-6; VS-6; VB-6 and VT-6 with their F4F’s; SBD's and TBD's hit the Japanese at the crack of dawn. The ENTERPRISE Air Group had been led to Marcus under cover of darkness by radar in the Big E. Anti-aircraft fire was heavy, but the TBD's made it through without a scratch. The Japanese suffered the loss of their aviation gasoline storage tanks: aircraft_ hangars; radio station and numerous buildings on the little triangular shaped island. The raids on Wake and Marcus were planned as military diversions, but it is doubtful whether it caused any large shifting of enemy forces from the southwest Pacific as plannedPILOTS OF TORPEDO SQUADRON 6, USS ENTERPRISE CV-6, 3 June 1942. Left to right, standing—Lt. (jg) Randolph M. Holder; Ensign John W. Brock; Ensign Edward Heck; Lt. Paul J. Riley (Gunnery Officer); LCi. Eugene E, Lindsey (Commanding Officer); Lt. Arthur V. Ely (Executive Officer); Lt. (jg) S. L. Rombach; Ensign 1. H. ‘MePherson; Thomas E. Scheaffer, CAP. Kneeling—Lt. (jg) SL: Prickett; H. A. Mueller, CAP; A. Walt Winchell, WO; Ensign J. 8. Morris; Lt. (jg) L. Thomas: Ensign F. G. Hodges; Lt. (jg) John Eversole (Personnel Officer); Steven B. Smith, CA RE. Laub (Materi Offer). Photo credit—USN While the ENTERPRISE was resting at Pearl, the LEXINGTON and YORKTOWN were proceeding. southward to hit the Japanese at Lae and Salamaua. All aircraft were launched at a point about 45 miles off the south shore of Papua. By 0840 on 10 March, all aircraft were in the air. Torpedo Two with LCdr. James Brett in command and VT-8 with LCdr. Joseph Taylor at the helm, winged their way up and over the 7,500 foot Owen Stanley Mountains, much to their surprise. LEXINGTON's VT-2 carried 2,000-Ib. aerial torpedoes under their TBD's and YORKTOWN's VT-5 carried two 500-Ib. bombs in their Devastators. The 13 TBD's of Torpedo Two struck first at the enemy ships in the harbor. They launched their tin fish trom approximately 28 feet off the deck. VT-5's twelve airplanes followed suit and when it was all over only 1 transport; 1 minesweeper and a repair ship were destroyed, Several VT-2 pilots won the 28Navy Cross on this raid, they were: LCdr. Brett: Ensign Norman Sterrie and Lt. Robert Farrington. Distinguished Flying Crosses were awarded to: Lt. French Wampler, Jr.; Lt. Edwin Hurst; Lt. (jg) Richard Forward, Aviation Chief Ordnanceman, NAP Melvin Georgius and Ensign Lawrence Steffenhagen. The actions of that day had Not payed off as well as had been expected, however that did not take away from the courage displayed by the TBD pilots and aircrewmen. Some former TBD crewmen have expressed the opinion that just flying in the TBD at that stage of her life (1942) was worthy of a Navy Cross, let alone taking it into a combat situation. In April Colonel Jimmy Doolittie’s Army Air Corps B-25's covered the flight deck of USS HORNET C¥-8 pulls into Peart Harbor after famous Doolittle Raid of April 1942. HORNET while the TBD's of VT-8 were stowed below in the hangar deck. ENTERPRISE and HORNET steamed toward Japan to deliver the B-25's to within sate range for an attack against the Japanese mainland. On the morning of 18 April, Doolit- ile and his B-25's departed prematurely. The small attack force was spotted by a Japanese fishing boat which radioed the news of the carrier's presence. Later in the afternoon Doolittle and his men were at- tacking Japan. Torpedo Six flew inner Air Patrol for the HORNET that day until she was able to put her own planes into the air at 1324. On 25 April, HORNET and ENTERPRISE reached Pearl Harbor, proud that they had been a ~ part of the first strike against the Japanese homeland. Photo credit—USNPositioning TBD for take-off on USS CHARGER CVE-30, May 1942. Torpedo 4 TBD leaves deck of RANGER in July 1942. Photo credit—USNTBDs’ at Scapa Flow In March 1942, Torpedo Squadron 7 trom the WASP, was sent ashore to HMS SPARROW, Hatston (sp), Orkney Island, Scapa Flow. The WASP with VF-72 (F4F-4's) embarked, took aboard 30 Spitfires for delivery to the island of Malta. The famous “Run to Malta” was very successful as history has recorded and another delivery was immediately scheduled. The second trip was equally as successful and the WASP received a commendation from Winston Churchill along with a few words of his own: “Congratulations, who said a wasp couldn't sting twice.” During the time that WASP was away, VT- 7 and the remainder of her Air Group flew anti-submarine patrols around Scapa Flow and over part of the Murmansk route. Air Group 7 had the dubious honor of having a member of its group become the first US Naval Aviator captured by the Nazis. He flew off-course while on patrol and landed in the water off the coast of Norway when his F4F ran out of fuel. NOTE: The first TBD's on the WASP (4 assigned to VS-71, May '41) were to fly as ~ lead planes for the SB2U's of VS-71 and VS- 72 during high altitude horizontal bombing runs. This practice proved unsuccessful and was discarded. After 7 December "41 the WASP's TBD pilots were put back into the TBD's and VT-7 was formed (January 1942). Their duties were mainly to fly anti-sub patrols but each man was fully qualified in the art of torpedo bombing. VT-7's pilots were in the main ex-VT-2 personnel. Seldom seen TBD's of VT-7. 7-1-7 and 9 prepare for anti-sub patrol around Scapa Flow in April 1942. Photo credit—DouglasMK II, model 2 telescopic sight with MK XXIV torpedo director directly underneath. Photo credit—Douglas Bliss-Leavitt, MK XIU torpedo with Jairing in place. Also see paye 45. Photo credit—Douglas MK VIL2B torpedo with bomb aiming doors in open position. Photo credit—Douglas 32TB DETAILS—PRE-WW II, Reference Douglas Drawing No. 5037881 Tail colors assigned to United States Navy aircraft carriers from July 1937 to February 1941 as shown. . WINGED TURTLE z This design was sometimes applied to the top of an airplane's vertical fin after the aircraft had flown over and across the Equator. SQUADRON INSIGNIA Maximum size 18 inches, or in the case of VT-2 and 3. the a USS LEXINGTON CVv-2 USS SARATOGA CV-3 USS RANGER Cy-4 design had to fit within an I8-inch circle. Lemon Yellow Insignia White Willow Green WING CHEVRON TYPES A—This type chevron was applied to the TBD's of VT-6 for a short time in 1940, reason for this is not known. B—Standard wing chevron application. BATTLE EFFICIENCY E Pilots qualifying tor the annual Individual Battle Practice could olace an E on their airplanes. Size varied. USS YORKTOWN CV-5 USS ENTERPRISE CVv-6 USS WASP CV-7 Insignia Red True Blue Black a” BANDS WING CHEVRON TYPES y WINGED TURTLE sero WITHA 18°14 ~@ ¢ Te BATTLE EFFICIENCY ENAS PENSACOLA WAS JACKSONVILLE vs-42 VS Fe USS LEXINGTON cv? USS SARATOGA Cv3 USS RANGER CV-¢ USS YORKTOWN o¥-s USS ENTERPRISE CV-6ees BuNo. 0279, served NAS Corpus Christi, TBD-1 Texas from 22 August 1942 through 25 September 1942 as advanced trainer. Color scheme: Top surfaces—Non-Spec ular Sea Grey ANA 603 Bottom surfaces—Non-Spec ular Light Grey ANA 602 TBD-1, BuNo—t517, Based al NAS Miami, Florida _- —~——Trom 29 October 1942 through 31 December 1943. Used as advanced trainer. Shown with installation of three 500-Ib. bombs Te pout Color scheme: Top surfaces—Non-Specular Sea Blue ANA 607 Side surfaces and bottom of outer wing panel— Non-Specular Intermediate Blue ANA 608 Bottom surfaces—Non-Specular Insignia White ANA 601Coral Sea Actions To the south, in the Coral Sea, a battle was shaping up that would set a precedent in naval warfare. For the first time in naval aviation history, aircraft would carry the complete battle to the enemy without the warships of the opposing forces ever seeing each other. On 1 May LEXINGTON and YORKTOWN joined forces with the express desire to engage the enemy and inflict heavy damage on his ships and aircraft. In the afternoon of the 1st a VS-5 SBD-3 spotted a Japanese submarine while on patrol. The pilot of this SBD was Lt. (jg) “Swede” Vetjasa who would later win fame by blasting several Japanese planes from the sky with his Dauntless dive bomber. Quickly 3 of VT-5’s TBD’s were loaded with depth charges and they were off to find the sub and destroy it. About 1 hour later the 3 plane element from VT-5 spotted the sub and proceeded to attack. The VT pilots thought they had at least damaged the submarine but in reality they merely “roughed it up” On the morning of 4 May 1942, the YORKTOWN Air Group took-off at approx- imately 0730 and headed for Tulagi Harbor. The results of this attack were very dis- appointing from the torpedo bombing point of view. Twelve TBD's loaded with torpedoes made but one hit; the other fish exploded harmlessly against the beaches of Tulagi. Two trips were made that day by VT-5, each time with torpedoes. On the way back to YORKTOWN Lt. Leonard Ewoldt in TBD number 0333 exhausted his fuel and made a forced landing at sea. Two other TBD's were damaged by shrapnel but made it back safely. In the Tulagi action twenty-two torpedoes; seventy-six 1,000 Ib. bombs and 83,000 rounds of machine gun bullets were expended. The action of 7 May found VT-2 trom LEXINGTON with 12 Devastators, along with VT-5's 10 TBD's in the air in company with 70 additional aircraft of the two air groups. a7 Their objective was the Japanese light carrier SHOHO. Torpedo Two went in over the SHOHO at approximately 3,500 feet to size up the situation. They then dropped down to 75 feet above the deck to make their tun. LCdr. Brett gave the order for his men to release their fish at a distance of about 600 yards. VT-2 scored at least 3 hits on the SHOHO, some reports say & hits were made. The original concept of torpedo bomber hitting first and then the follow on by the dive bombers came into play on this occasion. LEXINGTON's Air Group Commander, Cdr. Bill Ault coordinated the attack. Ault was very pleased with the TBD’s apparent success; he had commanded VT-6 on the ENTERPRISE from 30 September 1938 until 30 June 1939, LCdr. Taylor's VT-5 helped to put the finishing touch on the SHOHO. In what could be described as the most perfectly executed torpedo attack of the war, VT-5 slipped in at least 5 good torpedo hits against the sides of the old carrier. At 1135 the SHOHO went to the bottom of the Coral Sea. ‘On the morning of 8 May the YORKTOWN Air Group was once again in the air, this time headed for the Japanese carriers SHOKAKU and ZUIKAKU. Having a faster speed, the SBD's of VS-5 were first over the target. The target would turn out to be the SHOKAKU; as the ZUIKAKU ducked under a rainsquall and all but vanished from the area. VS-5 and VB-5 inflicted only minor damage on the carrier and VT-5 would fair even worse. All of Torpedo Five's “torps” ran wild or failed to explode on contact. Torpedo Two ran into trouble also during their attack. After failing to locate the Japanese at the calculated position reported earlier, they started a box search. The Japanese were located at about 1140 after flying 8 minutes on the first leg of the box. Brett's TBD's launched their attack in a spiraling glide through a hole in the clouds; disappointment once more as the torpedoesfailed to find their mark. The Japanese ships merely turned and out-distanced the fish. The SHOKAKU, though damaged, would be back later in the war to plague American airmen. At about the same time that our planes were breaking off the SHOKAKU, the LEXINGTON and YORKTOWN were taking a pounding from the Japanese aircraft that were sent to destroy them. Before the day was over our own “LADY LEX” would pass beneath the waves and YORKTOWN would sustain considerable damage. The first attack on Lex began at 1106 and by 1132 the last of the enemy attackers broke off. By 1700, after many explosions and fires had gutted her internally, the order was given to abandon ship. At 1830 the 20,000 Ibs. of torpedo war head gun cotton stored below, detonated and at 1915 the 38 LCilr. James Brett, shipper of Battle of Coral Sea, Photo credit order to sink her was given. The destroyer PHELPS loosed 3 torpedoes that sent her to “the bottom. At 2000 LEXINGTON went un- der, head up, with one final roar. The last plane to land on her deck that day was a TBD-1 of VT-2. Thirty-six of her aircraft went with her to the bottom along with 216 of her gallant crew. "LIGHT LIE THE SEA UPON THEE” The Battle of the Coral Sea was aver; we had lost one carrier and might well be without the services of another. YORKTOWN. steamed back to Pearl for repairs and all the stops were pulled to get her ready for the action that was expected in the Midway Island area. As history tells us, ENTERPRISE, YORKTOWN and HORNET would pass the test at Midway and the pilots and aircrewmen of the TBD's would pay dearly vr2 during actions at Lae, Salamaua and USNMidway Actions The first week of June 1942 found the TBD’s of the US Fleet at their lowest number yet. Torpedo Three, under the command of LCdr. Lance Massey, replaced VT-5 on the YORKTOWN because Torpedo Five had received orders to check out the Grumman TBF-1, the TBD's replacement. Massey had replaced LCar. John Clark as skipper of VT- 3. Torpedo Eight, almost untested in com- bat, would be taking 15 TBD's into the battle. It would turn out that they would be flying the largest numbers of torpedo planes, per squadron, and ironically they would lose the greatest number of planes and men. Just a few of VT-8's pilots had seen any action Ensign W. W. Creamer and Ensign Jack Gray had transfered in from VT-6 after seeing some combat with that squadron What VT-8 lacked in actual combat ex- perience they more than made up for in confidence. LCdr. John C. Waldron had a highly tuned group of men, however their mount for the battle was not enough to carry them through. Over on the ENTERPRISE Torpedo Six was busy getting their TBD's prepared for action. Roy Dahistrom, then the leading Chief of VT-6, had his crews hard at work on their Devastators. One chore at hand was getting one of the spares ready for the CO Gene Lindsey. Eight days earlier Lindsey escaped serious injury when his TBD faltered just as it was about to touch down on ENTERPRISE. His airplane slamed down on the flight deck, then caromed off into the ocean. Despite his painful injuries Lindsey was going to fly a TBD come hell or high water; and come it did. Gene Lindsey had taken over command of VT-6 in September 1941 from LCar. Albert Handley. From the very day he took com- mand of the squadron he, Lenn Massey, the XO, Art Ely, the operations officer and Roy Dahlstrom, the squadron's leading Chief, kept the squadron in a constant state of 39 LCdr. Johu C. Waldron, Commanding Officer of VT-8 at the Battle of Midway, 4 June 1942, Photo credit—USN readiness. Now, some 9 months after the change of command, VT-6 would be put to the supreme test. Perhaps the pressure put upon the men by Lindsey was the reason why their squadron lost the least amount of men in the upcoming battle. The Chinese have a saying about that; “The more you sweat in training, the less you bleed in battle.” The Japanese fleet was now approaching Midway and the US carrier planes were being launched. HORNET's VT-8 started launching their aircraft at 0806 the morning ‘of 4 June. Ensign George Gay, the squadron navigation officer, was the first off the new carrier's deck. He was followed by LCadr. Waldron. Upon becoming airborne VT-8 flew in 6 sections of 2 with a 7th section of 3 bringing up the rear. Waldron chose to fly his own search pattern that day and as fateTorpedo 6 prepares for launch on morning = 5 oe would have it he found the Japanese fleet and made his run in without benefit of fighter escort, At 0920 the screening ships of the Japanese task force spotted Torpedo Eight, almost simultaneously the Japanese combat air patrol composed of almost 50 Zeros began to attack them. One by one the TBD's fell into the sea, until in only a matter of minutes all the Devastators of VT-8 had disappeared beneath the blue Pacific. All personnel, save one, Ensign George Gay, were lost. On 5 June he was plucked out of the sea by a PBY-SA and flown on to Ford Island, Torpedo Six intercepted the main Japanese force at 1120. Gene Lindsey made the first sighting at a distance of about 30 miles. Walt Winchell flying 6-T-14 recalls his part in the action of 4 June. “We were on a northwesterly course and the enemy carriers were on a westerly course traveling at about 25 knots. We were caught 40 ee eae of 4 June 1942, three TBD's are yet to be spotted on deck. Photo creditEnlargement from a single frame of 16mm motion picture Sil shows what is believed to be a TBD-1 of VT-6 enroute to the Battle of Midway. Close examination of photograph reveats star in circle national insignia (type int use at time of Midway battle), two man crew (number ~ used at Midway) and torpedo in place under fuselage; these facts coupled with the report from Captain Winchell that CAP Steven Smith caeried a camera with him during the action of 4 June tend to increase the possibility that this may well be a VI-6 plane enroute to the main action of the Battle of Midway. Photo credit—USN astern and forming a line formation went into a power glide down to attack altitude trying to get up on the port side for a beam attack. The carrier turned to starboard keeping us astern and to port. Fighters attacked at about 15 miles distance and we encountered anti- aircratt fire at about 8 miles. We were tlying at 720 knots and the relative closing speed was very slow. The Zeros were ail around us and | observed my wing mate plunge into the sea directly in front of my TBD. Then my plane became the target of at least 5 Zeros. As | turned in for my run on the KAGA, the Zeros began coming i on me in pairs. At the same lime the ships were throwing up a terrific anti- aircratt barrage. The Zeros would sight in with their 7.7mm guns and when their tracers were coming in on the TBD's, they would open up with the big 20mm cannons. Our TBO was hit several times with 20mm and there was gas- oline all over the cockpit. The gas tanks were hit and she was dumping gas from her right wing tank all the while | was taking violent evasive action. Finally | made my drop at 800 yards from an altitude of approximately 40 feat. We immediately ran into fierce anti- aircraft fire. The Japs main batteries were firing into the water so as to make a wall of water for us to run into. Each time | managed to see the flash of their main batteries, | tried to take the necessary evasive action, still trying to keep down iow an the water to prevent the Japs from coming up on the bottomside of the aircraft. During all of this my radioman, Douglas M. Cossitt, ARM 3c, shot down 2 Zeros. About 10 minutes atter the last of the 41 fighters broke off of €-T-14 the old bird ran out of gas and we made a crash landing in the sea. Before our TBD sank we managed to remove our rubber raft, first ard kit, emergency rations, two parachutes and our fresh water canteens. We had survived a trying ordeal and would spend the next 17 and a half days in the Pacific waiting tor rescue.” Torpedo Six lost 11 TBD’s including Gene Lindsey's, 3 returned to ENTERPRISE and 1 (6-T-14) ditched at sea, its crew was later rescued. Out of the original 14, 4 crews were still alive. Lindsey was confident that they would be successful on the morning flight. Just prior to taking off he called Roy Dahlstrom up on the wing of his TBD and told him to make sure everything would be ready for the second trip. Unfortunately there would be no second trip for Gene Lindsey that day. The VT group from YORKTOWN would go in with only 12 TBD's after losing 2 because of maintenance problems. Torpedo Three was in the air shortly after 0900 in the company of VB-3 and VF-3. Torpedo Three was the first to sight the Japanese and they began their run. LCdr John Thach’s es- corting F4F fighters (6 each) were soon busily engaged with the Japanese combat air patrol. Massey and VT-3 headed for HIRYU in 2 divisions of 6 planes each. It was his plan to catch the carrier in a cross fire, the Japanese disrupted his plan and began hitting VT-3 when they were about 14 miles ‘out from their target. They too began falling out of the sky one by one just as their counterparts from VT-6 and 8 had done. When it was all over not 1 hit had been scored by VT-3. In fact only 1 TBD managed to make a drop at all. Torpedo Three lost 10 Devastators in the action, 2 made it back. The main action of the Battle of Midway was over, the Devastators of all the squadrons participating were the victims of pure circumstance. As in many military operations instructions sometimes go astray and confusion takes its place. Mistakes are made not because of incompetence but simply because of the rapidity of the events in which one might find himself involved. Statements have been made that the TBD's were abandoned to enemy fighters. This is simply not true. As more information is uncovered the events at Midway take on a different meaning. This is part of the intrigue of aviation history.TBD's on RANGER during the closing days of the airplane's operational life. Photo was taken on 18 June 1942 in Guantanamo Bay, Cuba. Photo credit—USN VN.S's 0356 ended her days at NATT Chicago, Mlinois in January 1944, Shown here at Pensacola in 1938, Phow credit—A. J. BibeeThe TBD’s Last Days On 6 June the remaining TBD-1’s of VT-6 made their last combat sortie in the Pacific. Along with SBD’s and F4F’s from HORNET and the Big E, they attacked the Japanese cruisers MOGAMI and MIKUMA. The flight put the MOGAMI out of action for at least a year and the MIKUMA would never fight again. The ship went down later that night. This battle went down in history as the battle that brought about the eventual defeat of the Japanese. It also marked the end of _ the Douglas TBD-1 Devastator torpedo bomber. Truthfully it spelled the death knell of torpedo bombing itself. The TBF-1 would continue the torpedo bomber's role but it would actually see more use as a horizontal bomber throughout the remainder of the war. The TBD remained in service with the US Navy for the next 2 years. It would not be used as a torpedo bomber but rather for patrol duty mainly in the Caribbean with VT- 4 on the RANGER. The TBD's tenure on the little carrier lasted only until August of '42,but she stayed on at Corpus Christi, Texas as a trainer until late 1942, Miami, Florida kept a few on hand throughout '43 and the training station near Chicago, Illinois carried a group until early 1944, Three were kept at Dahigren until August 1944, and the last TBD in the U.S. Navy was used by the Commander of Fleet Air Activities—West Coast. When this TBD was scrapped in November '44, there were no more. Battered and dirty DEVASTATOR seems to be taking either a bow for services rendered or on it's last leg and ready for ‘the boneyard. The accident oceured on November 11, 1942 on this Miami based TBD. Photo creditLt. Gig) A. R. Irons making emergency landing on water off Pensacola after gear failed to lower due to hydraulic problem. Event took place on 15 August 1938 in TBD #0358, Pensacola's number 78 bird. Photo credit—USN/Nat. Archive 5-T-15 being hoisted aboard YORKTOWN after suffering engine bearing failure while flying near the ship on S September 1940. The pilot, Charles E, Fosha, ACMM (NAP), es- caped injury. TBD BuNo. 0277, Photo credit—USN/Nat. Archives S-TeI1 (0284) shortly after coming to rest after bad landing on YORKTOWN, 3 September 1940. Photo credit—USN/National ArchivesTBD Details Browning M2 forward firing caliber 50 mackine gun synchronized to fire through the propeller. Photo credit—Douglas Bliss-Leavitt MK XIII torpedo without fairing installed. Also, see page 32. Photo eredit—Douglas TBD-1 main gear, starboard side. Photo credit—DouglasPilot's cockpit; starboard side. Photo credit—Douglas Pilot's cockpit; port side. Photo credit—DouglasMiddle or Assistant Pilot's cockpit; port side, Photo credit—Douglas Later type Assistant Pilot's instraments; airspeed indicator; altimeter; compass and turn & bank indicator. Photo credit Douglas Middle or Assistant Pilot's cockpit; star- board side. Photo credit—DouglasCaliber 30 machine gun used by radioman/gunner. At Battle of Midway twin caliber 50's were mounted to increase rearward firing fire power of TBD. Photo™at right shows machine gun in stowed position Photo credit—Douglas Norden bombsight used by Bombardier daring horizontal bombing runs. Bomb aiming window is visible beyond hombsight. See page 32 for view of bomb aiming doors. Photo credit—Douglas Radioman gunner compartment. 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