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The Zero that changed the course of the air war.

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Flight Petty Officer Koga flew his oil-spewing airplane to  Akutan Island , in the Aleutian chain, which had been  designated for emergency landings. A Japanese submarine  stood nearby to pick up downed pilots. At a level,  grassy valley floor half a mile inland, Koga lowered his  wheels and flaps and eased toward a three-point landing. As his main wheels touched, they dug in, and the Zero flipped  onto its back, tossing water, grass, and gobs of mud. The  valley floor was a bog, and the knee-high grass concealed  water. His wingmates circled but there was no sign of life. If Koga was dead, their  duty was to destroy the downed fighter. Incendiary bullets  from their machine guns would have done the job. But Koga  was a friend, and they couldn't bring themselves to  shoot. Perhaps he would recover, destroy the plane himself,  and walk to the waiting submarine. They  abandoned the downed fighter and returned to the carrier Ryujo, two  hundred miles to the south.


The A6M Zero In the Pacific War

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In April 1942, thirty-six Zeros attacking a British naval base at Colombo,Ceylon, were met by about sixty Royal Air  Force aircraft of mixed types.

Twenty-seven of the RAF planes went down: fifteen Hawker  Hurricanes, eight Fairey Swordfish biplanes, and four Fairey Fulmars. The Japanese lost one  Zero. 

Five months after America 's entry into the war, the Zero was still a  mystery to U.S. Navy pilots. On May 7, 1942, in the Battle  of the Coral Sea, fighter pilots from our aircraft carriers  Lexington and Yorktown fought the Zero and didn't know  what to call it. Some misidentified it as the German  Messerschmitt 109.

A few weeks later, on June 3 and 4, warplanes flew from the Japanese carriers  Ryujo and Junyo to attack the American military base at  Dutch Harbor in Alaska 's Aleutian archipelago.Japan  's attack on Alaska was intended to draw remnants of the  U.S. fleet north from Pearl Harbor, away from Midway Island  , where the Japanese were setting a trap. (The scheme  ultimately backfired when our Navy pilots sank four of Japan  's first-line aircraft carriers at Midway, giving the  United States a major turning-point victory.) 

In the raid of June 4, twenty bombers blasted oil storage tanks, a warehouse, a  hospital, a hangar, and a beached freighter, while eleven  Zeros strafed at will. Chief Petty Officer Makoto Endo led a  three-plane Zero section from the Ryujo, whose other pilots  were Flight Petty Officers Tsuguo Shikada and Tadayoshi  Koga. Koga, a small nineteen-year old, was the son of a  rural carpenter. His Zero, serial number 4593, was light  gray, with the imperial rising-sun insignia on its wings and  fuselage. It had left the Mitsubishi Nagoya aircraft factory  on February 19, only three-and-a-half months earlier, so it  was the latest design. 

Shortly before the bombs fell on Dutch Harbor that day, soldiers at an adjacent  Army outpost had seen three Zeros shoot down a lumbering  Catalina amphibian. 

After defeating the Catalina crew, Endo led his section to Dutch Harbor , where  it joined the other eight Zeros in strafing. It was then (according to Shikada, interviewed in 1984) that Koga's  Zero was hit by ground fire. An Army intelligence team later  reported, "Bullet holes entered the plane from both  upper and lower sides." One of the bullets severed the  return oil line between the oil cooler and the engine. As  the engine continued to run, it pumped oil from the broken  line. A Navy photo taken during the raid shows a Zero  trailing what appears to be smoke. It is probably oil, and  there is little doubt that this is Zero 4593. 

After the raid, as the enemy planes flew back toward their carriers, eight American  Curtiss Warhawk P-40's shot down four VaI (Aichi D3A)  dive bombers thirty miles west of Dutch Harbor. In the  swirling, minutes-long dogfight, Lt. John J. Cape shot down  a plane identified as a Zero. Another Zero was almost  instantly on his tail. He climbed and rolled, trying to  evade, but those were the wrong maneuvers to escape a Zero.

The enemy fighter easily stayed with him, firing its two  deadly 20-mm cannon and two 7.7-mm machine guns. Cape and  his plane plunged into the sea. Another Zero shot up the P-40 of Lt. Winfield McIntyre, who survived a crash landing  with a dead engine. 

Endo and Shikada accompanied Koga as he flew his oil-spewing airplane to  Akutan Island , twenty-five miles away, which had been  designated for emergency landings. A Japanese submarine  stood nearby to pick up downed pilots. The three Zeros  circled low over the green, treeless island. At a level,  grassy valley floor half a mile inland, Koga lowered his  wheels and flaps and eased toward a three-point landing. As  his main wheels touched, they dug in, and the Zero flipped  onto its back, tossing water, grass, and gobs of mud. The  valley floor was a bog, and the knee-high grass concealed  water.The wrecked Zero lay in the bog for more than a month, unseen by U.S. patrol planes  and offshore ships. Akutan is often foggy, and constant  Aleutian winds create unpleasant turbulence over the rugged  island. Most pilots preferred to remain over water, so  planes rarely flew over Akutan. However, on July 10 a U.S. Navy PBY Catalina amphibian returning from overnight  patrol crossed the island. A gunner named Wall called,  "Hey, there's an airplane on the ground down there.  It has meatballs on the wings." That meant the  rising-sun insignia. The patrol plane's commander, Lt. William Thies, descended for a closer look. What he saw  excited him. 

Back at Dutch Harbor, Thies persuaded his squadron commander to let him take a  party to the downed plane. No one then knew that it was a  Zero. 

Ens. Robert Larson was Thies's copilot when the plane was discovered. He  remembers reaching the Zero. "We approached cautiously,  walking in about a foot of water covered with grass.  Koga's body, thoroughly strapped in, was upside down in  the plane, his head barely submerged in the water. "We  were surprised at the details of the airplane," Larson  continues. "It was well built, with simple, unique  features. Inspection plates could be opened by pushing on a  black dot with a finger. A latch would open, and one could  pull the plate out. Wingtips folded by unlatching them and  pushing them up by hand. The pilot had a parachute and a  life raft." Koga's body was buried nearby. In 1947  it was shifted to a cemetery on nearby Adak Island , and  later, it is believed, his remains were returned to Japan .

Thies had determined that the wrecked plane was a nearly new Zero, which suddenly  gave it special meaning, for it was repairable. However,  unlike U.S. warplanes, which had detachable wings, the  Zero's wings were integral with the fuselage. This  complicated salvage and shipping. Navy crews fought the  plane out of the bog. The tripod that was used to lift the  engine, and later the fuselage, sank three to four feet into  the mud. The Zero was too heavy to turn over with the  equipment on hand, so it was left upside down while a  tractor dragged it on a skid to the beach and a barge. At Dutch Harbor it was turned over with a crane, cleaned, and  crated, wings and all. When the awkward crate containing  Zero 4593 arrived at North Island Naval Air Station, San Diego , a twelve-foot-high stockade was erected around it  inside a hangar. Marines guarded the priceless plane while Navy crews worked around the clock to make it airworthy. (There is no evidence the Japanese ever knew the U.S. had salvaged  Koga's plane.) 

In mid-September Lt. Cmdr. Eddie R. Sanders studied it for a week as repairs were  completed. Forty-six years later he clearly remembered his  flights in Koga's Zero. "My log shows that I made  twenty-four flights in Zero 4593 from 20 September to 15  October 1942," Sanders told me. "These flights covered performance tests such as we do on planes undergoing Navy tests." 

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"The very first flight exposed weaknesses of the Zero that our pilots could  exploit with proper tactics. The Zero had superior  maneuverability only at the lower speeds used in dog  fighting, with short turning radius and excellent aileron  control at very low speeds. However, immediately apparent  was the fact that the ailerons froze up at speeds above two  hundred knots, so that rolling maneuvers at those speeds  were slow and required much force on th e control stick. It  rolled to the left much easier than to the right. Also, its  engine cut out under negative acceleration [as when nosing  into a dive] due to its float-type carburetor. We now had an  answer for our pilots who were unable to escape a pursuing  Zero. We told them to go into a vertical power dive, using  negative acceleration, if possible, to open the range  quickly and gain advantageous speed while the Zero's  engine was stopped. At about two hundred knots, we  instructed them to roll hard right before the Zero pilot  could get his sights lined up. This recommended tactic was  radioed to the fleet after my first flight of Koga's  plane, and soon the welcome answer came back: "It  works!'" Sanders said, satisfaction sounding in his  voice even after nearly half a century. 

Thus by late September 1942 Allied pilots in the Pacific theater knew how to escape a pursuing Zero. 

"Was Zero 4593 a  good representative of the Model 21 Zero?" I asked  Sanders. In other words, was the repaired airplane 100 percent? 

"About 98  percent," he replied. 

The Zero was added to the U.S. Navy inventory and assigned it's Mitsubishi serial  number. The Japanese colors and insignia were replaced with  those of the U.S. Navy and later the U.S. Army, which also  test-flew it. The Navy pitted it against the best American  fighters of the time-the P-38 Lockheed Lightning, the P-39  Bell Airacobra, the P-51 North American Mustang, the F4F-4 Grumman Wildcat, and the F4U Chance Vought Corsair and for  each type developed the most effective tactics and altitudes  for engaging the Zero. 

In February 1945 Cmdr.  Richard G. Crommelin was taxiing Zero 4593 at San Diego Naval Air Station, where it was being used to train pilots  bound for the Pacific war zone. An SB-2C Curtiss Helldiver overran it and chopped it up from tail to cockpit. Crommelin survived, but the Zero didn't. Only a few pieces of Zero
4593 remain today. The manifold pressure gauge, the air-speed indicator, and the folding panel of the port wingtip were donated to the Navy Museum at the Washington , D.C. , Navy Yard by Rear Adm. William N. Leonard, who salvaged them at San Diego in 1945. In addition, two of its manufacturer's plates are in the Alaska Aviation Heritage Museum in Anchorage , donated by Arthur Bauman, the photographer. 

Leonard recently told me, "The captured Zero was a treasure. To my knowledge  no other captured machine has ever unlocked so many secrets  at a time when the need was so great." A somewhat comparable event took place off North Africa in 1944-coincidentally on the same date, June 4, that Koga crashed his Zero.

A squadron commanded by  Capt. Daniel V. Gallery, aboard the escort carrier  Guadalcanal , captured the German submarine U-505, boarding  and securing the disabled vessel before the fleeing crew could scuttle it. Code books, charts, and operating instructions rescued from U-505 proved quite valuable to the Allies. Captain Gallery later wrote, Reception committees which we were able to arrange as a result may have had something to do with the sinking of nearly three hundred U-boats in the next eleven months." By the time of U-505's capture, however, the German war effort was already starting to crumble (D-day came only two days later), while Japan still dominated the Pacific when
Koga's plane was recovered. 

A classic example of  the Koga plane's value occurred on April 1, 1943, when  Ken Walsh, a Marine flying an F4U Chance-Vought Corsair over the Russell Islands southeast of Bougainville ,  encountered a lone Zero. "I turned toward him, planning  a deflection shot, but before I could get on him, he rolled,  putting his plane right under my tail and within range. I had been told the Zero was extremely maneuverable, but if I hadn't seen how swiftly his plane flipped onto my tail, I wouldn't have believed it," Walsh recently recalled. "I remembered briefings that resulted from  test flights of Koga's Zero on how to escape from a following Zero. 

With that lone Zero on my tail I did a split S, and with its nose down and full throttle my Corsair picked up speed fast .I wanted at least 240 knots, preferably 260. Then, as prescribed, I rolled hard right. As I did this and continued my dive, tracers from the Zero zinged past my plane's belly. "From information that came from Koga's Zero, I knew the Zero rolled more slowly to the right than to the left. If I hadn't known which way to turn or roll, I'd have probably rolled to my left. If I had done that, the Zero would likely have turned with me, locked on, and had me. I used that maneuver a number of times to get away from Zeros."

By war's end Capt. (later Lt. Col.) Kenneth Walsh had twenty-one aerial victories (seventeen Zeros, three Vals, one Pete), making him the war's fourth-ranking Marine Corps ace. He was awarded the Medal of Honor for two extremely courageous air battles he fought over the Solomon Islands in his Corsair during August 1943. He retired from the Marine Corps in 1962 after more than twenty-eight years of service. Walsh holds the Distinguished Flying Cross with six Gold Stars, the Air Medal with fourteen Gold Stars, and more than a dozen other medals and honors. 

How important was our acquisition of Koga's Zero? Masatake Okumiya, who survived more air-sea battles than any other Japanese naval officer, was aboard the Ryujo when Koga made his last flight. He later co-authored two classic books, Zero and Midway. Okumiya has written that the Allies' acquisition of Koga's Zero was "no less serious" than the Japanese defeat at Midway and "did much to hasten our final defeat." If that doesn't convince you, ask Ken Walsh. 

INSIDE THE ZERO  
The Zero was Japan 's main fighter plane throughout World War II. By war's end about 11,500 Zeros had been produced in five main variants. In March 1939, when the prototype Zero was rolled out, Japan was in some ways still so backward that the plane had to be hauled by oxcart from the Mitsubishi factory twenty-nine miles to the airfield where it flew. It represented a great leap in technology. At the start of World War II, some countries' fighters were open cockpit, fabric-covered biplanes. A low-wing all-metal monoplane carrier fighter, predecessor to the Zero, had been adopted by the Japanese in the mid-1930's, while the U.S. Navy's standard fighter was still a biplane. 

But the world took little notice of Japan's advanced military aircraft, so the Zero came as a great shock to Americans at Pearl Harbor and afterward. A combination of nimbleness and simplicity gave it fighting qualities that no Allied plane could match. Lightness, simplicity, ease of maintenance, sensitivity to controls, and extreme maneuverability were the main elements that the designer Jiro Horikoshi built into the Zero. The Model 21 flown by Koga weighed 5,500 pounds, including fuel, ammunition, and pilot, while U.S. fighters weighed 7,500 pounds and up. Early models had no protective armor or self-sealing fuel tanks, although these were standard features on U.S. fighters. 

Despite its large-diameter 940-hp radial engine, the Zero had one of the slimmest silhouettes of any World War II fighter. The maximum speed of Koga's Zero was 326 mph at 16,000 feet, not especially fast for a 1942 fighter. But high speed wasn't the reason for the Zero's great combat record. Agility was. Its large ailerons gave it great maneuverability at low speeds. It could even outmaneuver the British Spitfire. Advanced U.S. fighters produced toward the war's end still couldn't turn with the Zero, but they were faster and could out climb and out dive it. Without self-sealing fuel tanks, the Zero was easily flamed when hit in any of its three wing and fuselage tanks or its droppable belly tank. And without protective armor, its pilot was vulnerable. In 1941 the Zero's range of 1,675 nautical miles (1,930 statute miles) was one of the wonders of the aviation world. No other fighter plane had ever routinely flown such a distance. 

Saburo Sakai , Japan 's highest-scoring surviving World War II ace, with sixty- four kills, believes that if the Zero had not been developed, Japan "would not have decided to start the war." Other Japanese authorities echo this opinion, and the confidence it reflects was not, in the beginning at least, misplaced. Today the Zero is one of the rarest of all major fighter planes of World War II. Only sixteen complete and assembled examples are known to exist. Of these, only two are flyable: one owned by Planes of Fame, in Chino , California , and the other by the Commemorative Air Force, in Midland , Texas