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Canadian Vickers FV Hellcat

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Adapted from the English Wikipedia article Canadian Vickers FV Hellcat, available under CC BY-SA 4.0Updated 29 November 202529 sources
Grumman Aircraft Engineering Corporation
IndustryAerospace, defense
Founded1929
FounderLeroy Grumman, Jake Swirbul, Bill Schwendler
Headquarters
Bethpage
,
United States
ProductsMilitary aircraft (including F6F Hellcat)

Overview

The Grumman F6F Hellcat is a United States carrier fighter developed during World War II. Created to succeed the earlier F4F Wildcat and to effectively challenge the Japanese Mitsubishi A6M Zero, it became the primary fighter for the United States Navy throughout the latter stages of the Pacific War. Although the Vought F4U Corsair was faster, the Hellcat secured its position due to superior visibility and safer carrier landing capabilities.

Equipped with a 2,000 hp (1,500 kW) Pratt & Whitney R-2800 Double Wasp engine—the same powerplant utilized by both the Corsair and the United States Army Air Forces’ Republic P-47 Thunderbolt—the F6F was a completely new aircraft design. Nevertheless, it retained certain design elements reminiscent of the Wildcat. Some military analysts referred to the Hellcat as essentially the "larger sibling" of the Wildcat.

Entering combat in September 1943, the F6F quickly earned a reputation as a robust and effective carrier fighter capable of outperforming the A6M Zero, thereby contributing significantly to Allied air dominance over the Pacific theater. Production totaled 12,275 units within a little more than two years.

Throughout its service with the U.S. Navy, U.S. Marine Corps, and the British Royal Navy’s Fleet Air Arm (FAA), Hellcats were credited with destroying 5,223 enemy aircraft in total. This tally includes 5,163 kills in the Pacific theater, eight during the Southern France invasion, and 52 with FAA units during World War II—more than any other Allied naval aircraft. Postwar, while Hellcats were gradually withdrawn from frontline roles in U.S. service, radar-equipped F6F-5N variants continued operating as night fighters until as late as 1954.

XF6F

Unpainted XF6F-1 before its maiden flight (1942)
F6F-3 on USS Yorktown with its "Sto-Wing" folding wings extended for takeoff (circa 1943-44).

Starting in 1938, Grumman initiated work on a replacement for the F4F Wildcat, culminating in the contract for the prototype XF6F-1 being awarded on 30 June 1941. Initially, the design incorporated the Wright R-2600 Twin Cyclone, a two-row, 14-cylinder radial engine rated at 1,700 hp (1,300 kW), which was also powering Grumman’s then-new torpedo bomber under development.[1] Unlike the Wildcat’s narrow-track, manually cranked main landing gear inherited from the F3F and originally developed for the 1930s Grumman FF-1 biplane fighter, the Hellcat featured hydraulically operated wide-set landing gear struts. These struts rotated 90° as they retracted rearward into the wings and were equipped with full wheel doors that enclosed both the entire strut and the upper half of the main wheel when stowed, twisting in unison with the gear during retraction.[2] The wing was positioned lower on the fuselage and could be folded either hydraulically or manually. Each wing panel beyond the undercarriage bay folded backward along a unique diagonal pivot axis patented by Grumman, known as the "Sto-Wing" system, similar to that employed on the earlier F4F. When folded, the wings aligned parallel to the fuselage with their leading edges angled diagonally downward.[3]

In early 1942, Leroy Grumman collaborated intensively with chief designers Jake Swirbul and Bill Schwendler, alongside the U.S. Navy's Bureau of Aeronautics (BuAer) and seasoned F4F pilots,[4] to tailor the new fighter to effectively counteract the strengths of the Zero and secure air superiority in the Pacific Theater.[5] On 22 April 1942, Lieutenant Commander Butch O'Hare visited Grumman Aircraft where he engaged with engineers to evaluate F4F Wildcat performance against Mitsubishi A6M Zero fighters.[6][Note 1] BuAer's Lt Cdr A. M. Jackson[Note 2] instructed designers to raise the cockpit position within the fuselage.[9] Furthermore, the forward fuselage was designed with a slight downward slope toward the engine cowling to enhance pilot visibility.[10]

Engine upgrade

Following combat reports comparing the F4F Wildcat and A6M Zero, on 26 April 1942, BuAer instructed Grumman to equip the second XF6F-1 prototype with the more powerful 18-cylinder Pratt & Whitney R-2800 Double Wasp radial engine—already utilized by Chance Vought's Corsair since 1940. Grumman responded by reinforcing and redesigning the F6F structure to accommodate the 2,000 hp (1,500 kW) R-2800-10 engine, paired with a three-bladed Hamilton Standard propeller. This setup was projected to boost the XF6F-3's performance by approximately 25% compared to the XF6F-1. The Cyclone-powered XF6F-1 (02981) took its maiden flight on 26 June 1942, followed by the first Double Wasp-powered XF6F-3 (02982) on 30 July 1942. The initial production F6F-3, featuring the R-2800-10 engine, flew on 3 October 1942 and achieved operational status with VF-9 aboard USS Essex by February 1943.[Note 3]

Continued enhancements

An early F6F-3 painted in blue-gray over light gull-gray (1943)

The F6F design prioritized pilot survivability and durability under fire. It featured a bullet-resistant windshield and incorporated approximately 212 lb (96 kg) of armor plating around the cockpit, oil tank, and oil cooler. The fuselage housed a 250 US gal (950 L) self-sealing fuel tank. Standard armament for the F6F-3 included six .50 in (12.7 mm) air-cooled M2/AN Browning machine guns, each supplied with 400 rounds. A center-section hardpoint beneath the fuselage could support a single 150 US gal (570 L) disposable drop tank, while later models were outfitted with bomb racks under each wing, positioned inboard of the landing gear bays. With these additions, late-model F6F-3s could carry over 2,000 lb (910 kg) of bombs. Additionally, six 5 in (127 mm) High Velocity Aircraft Rockets (HVARs) could be mounted—three beneath each wing on "zero-length" launchers.

Two night-fighter variants based on the F6F-3 were developed: eighteen F6F-3Es converted from standard models featured an AN/APS-4 10 GHz radar housed in a pod under the right wing, with a radar scope centered on the main instrument panel and controls installed to the left side of the cockpit. The subsequent F6F-3N, which first flew in July 1943, incorporated an AN/APS-6 radar system integrated into the fuselage, with its antenna dish enclosed in a bulbous fairing attached to the leading edge of the outer right wing—an evolution of the AN/APS-4; approximately 200 units were produced. Hellcat night fighters scored their initial victories in November 1943. In total, production of the F6F-3 reached 4,402 units before transitioning to the F6F-5 model in April 1944.

An early-production F6F-5 undergoing tests with eight 5-inch HVAR rockets (circa 1944–45)

The F6F-5 introduced various upgrades such as a more potent R-2800-10W engine equipped with water injection and enclosed within a slightly more aerodynamic engine cowling. It also featured spring-loaded control tabs on the ailerons and an enhanced clear-view windscreen that replaced the curved plexiglass front panel of earlier models with a flat armored-glass panel accompanied by an internal armored glass screen. Structural reinforcements were made to both the rear fuselage and tail assemblies. Aside from some early production examples, most F6F-5s sported an overall gloss sea-blue paint scheme. After initial production batches, small windows behind the main canopy were removed. The night-fighter variant F6F-5N was equipped with an AN/APS-6 radar housed in a fairing on the outer starboard wing. A limited number of standard F6F-5s were adapted for reconnaissance missions as the F6F-5P by installing camera equipment. Although all F6F-5 aircraft could carry an armament configuration consisting of one 20-mm (.79-in) M2 cannon in each inboard gun bay (with 220 rounds per gun) plus two pairs of .50-in (12.7-mm) machine guns (each supplied with 400 rounds), this setup was primarily reserved for later-model F6F-5N night fighters. The F6F-5 was by far the most produced variant, with a total output of 7,870 units.[Note 4]

Additional prototypes within the F6F family included the XF6F-4 (02981), which was a modification of XF6F-1 powered by an R-2800-27 engine and armed with four 20-mm M2 cannons; it first flew on 3 October 1942 as a precursor to a proposed F6F-4 model that never entered production—02981 was subsequently converted into an F6F-3 production aircraft. Another experimental version was the XF6F-2 (66244), an F6F-3 modified to use a Wright R-2600-15 engine fitted with a Birman-made mixed-flow turbocharger, later replaced by a Pratt & Whitney R-2800-21 also equipped with a Birman turbocharger. Both turbocharger configurations proved unreliable and offered only slight performance gains; thus, like the XF6F-4, this prototype was reverted to standard F6F-3 specifications.

Two XF6F-6 prototypes (70188 and 70913) were converted from existing F6F-5 airframes and powered by an enhanced Pratt & Whitney R-2800-18W two-stage supercharged radial engine delivering 2,100 hp (1,566 kW) with water injection; these drove Hamilton Standard four-bladed propellers. The XF6F-6 represented the fastest Hellcat variant, reaching speeds up to 417 mph (671 km/h), but mass production ceased due to war's end.

The final Hellcat was completed in November 1945 after a total production run of 12,275 units—remarkably, around 11,000 were manufactured within just two years—a testament to its robust original design requiring minimal alterations once assembly commenced.

U.S. Navy and Marines

The U.S. Navy favored the F6F Hellcat's more manageable flight behavior over the faster Vought F4U Corsair, particularly when it came to the demanding task of carrier landings. This preference led to the Navy assigning the Corsair primarily to the Marine Corps, which operated it from land bases without the constraints of carrier deck operations. The Hellcat remained the principal carrier-based fighter for the Navy until late 1944, when the F4U series was finally approved for carrier deployment. By then, issues with Corsair carrier landings had largely been resolved, partly due to its operational use by the Royal Navy Fleet Air Arm beginning in 1943. Beyond its favorable flying characteristics, the Hellcat was noted for its straightforward maintenance and a robust airframe capable of enduring the stresses typical of carrier missions. Similar to its predecessor, the Wildcat, the Hellcat was engineered for efficient production and resilience against substantial battle damage.

VF-82 Grumman F6F-5 prepared for launch from USS Bennington near Okinawa in May 1945: Most F6F-5s were finished in glossy sea blue overall.

The Hellcat's combat debut against Japanese forces occurred on 1 September 1943, when aircraft from USS Independence intercepted and downed a Kawanishi H8K "Emily" flying boat. Shortly afterward, on 23 and 24 November, Hellcats engaged enemy planes over Tarawa, claiming approximately 30 Mitsubishi Zeros while losing only one F6F. On 11 November 1943, during operations over Rabaul, New Britain, Hellcats alongside F4U Corsairs participated in extensive aerial battles against numerous Japanese aircraft, including A6M Zeros, collectively claiming nearly 50 enemy planes.

Comparative tests against a captured Mitsubishi A6M5 Zero demonstrated that the Hellcat outpaced the Japanese fighter at all altitudes. The F6F exhibited a slightly better climb rate above 14,000 ft (4,300 m) and superior roll rates at speeds exceeding 235 mph (378 km/h), though the Zero maintained an advantage in turning ability at lower speeds and climbed more effectively below 14,000 ft (4,300 m). The evaluation concluded: Template:Blockquote

Hellcats played a dominant role in the Battle of the Philippine Sea, where their pilots downed so many Japanese aircraft that this engagement earned the nickname "Great Marianas Turkey Shoot." The F6F was responsible for approximately three-quarters of all aerial kills credited to U.S. Navy forces in the Pacific theater. Additionally, radar-equipped Hellcat squadrons specialized in night fighting emerged early in 1944.

One significant adversary was the Kawanishi N1K, but its late introduction and limited production numbers prevented it from having a decisive impact on the conflict’s outcome.

Sortie, kill, and loss statistics

A U.S. Marine examines a Japanese-captured F6F-5 in Yokosuka during September 1945.

F6F pilots from the U.S. Navy and Marine Corps flew a total of 66,530 combat sorties, achieving 5,163 confirmed kills—accounting for 56% of all U.S. Navy and Marine air victories throughout the war—while losing 270 Hellcats in aerial engagements, resulting in an impressive kill-to-loss ratio of 19:1.[11] The aircraft demonstrated strong performance against various Japanese fighters, boasting claimed kill ratios of 13:1 against the A6M Zero, 9.5:1 versus the Nakajima Ki-84, and 3.7:1 compared to the Mitsubishi J2M during the war’s final year.[12] The F6F earned distinction as the foremost ace-producing fighter in the American arsenal, producing 305 aces flying Hellcats. These successes were not solely due to aircraft superiority; from 1942 onward, U.S. forces faced increasingly inexperienced Japanese pilots and benefited from growing numerical dominance.[13] In ground-attack missions, Hellcats delivered a total of 6,503 tons (5,899 metric tonnes) of bombs.[11]

The top scoring U.S. Navy ace, Captain David McCampbell, achieved all of his 34 victories while piloting an F6F. He praised the aircraft as "... an exceptional fighter plane. It was reliable in performance, easy to handle, and provided a stable platform for gunnery; however, what stood out most was its durability and straightforward maintenance."[14]

Throughout World War II, losses of F6F Hellcats totaled 2,462 across all causes—270 lost in air combat, 553 due to antiaircraft fire from ground and naval sources, and 341 from operational incidents. Additionally, training and ferrying operations accounted for the destruction of 1,298 aircraft, typically outside combat zones.[15]

Hamilton McWhorter III, a Navy aviator and World War II flying ace credited with downing 12 enemy aircraft, was the first U.S. Navy pilot to attain ace status flying the Grumman F6F Hellcat and also became the first carrier-based Navy pilot to reach double ace recognition.[16]

Arthur Van Haren, Jr., a WWII Navy Hellcat ace hailing from Arizona, is credited with shooting down nine Japanese aircraft. He received two Distinguished Flying Crosses and was honored with induction into the Arizona Aviation Hall of Fame in 2012.[17]

British use

A flight of Fleet Air Arm Hellcat F Mk.Is from 1840 Squadron in June 1944

The British Fleet Air Arm (FAA) acquired 1,263 F6F aircraft through the Lend-Lease Act; these were initially designated as the Grumman Gannet Mark I. Early in 1943, the name Hellcat was adopted to simplify identification, aligning with the Royal Navy’s practice of using the original American naval names for U.S.-supplied aircraft. Under this system, the F6F-3 became the Hellcat F Mk. I, the F6F-5 was known as the Hellcat F Mk. II, and the F6F-5N was classified as the Hellcat NF Mk. II.[Note 5] These aircraft operated in theaters including Norway, the Mediterranean, and the Far East. Some were equipped with photographic reconnaissance gear akin to that on the F6F-5P variant and were designated Hellcat FR Mk. II.[18] In Europe and the Mediterranean, FAA Hellcats mainly engaged with land-based enemy aircraft,[19][20] resulting in fewer air-to-air combat encounters compared to their U.S. Navy and Marine Corps counterparts; nonetheless, from May 1944 to July 1945, they claimed a total of 52 aerial victories. The 1844 Naval Air Squadron, operating from HMS Indomitable within the British Pacific Fleet, achieved the highest score with 32.5 confirmed kills.[21]

Following World War II, FAA Hellcats—as with other Lend-Lease aircraft—were swiftly phased out and replaced by British-made planes. By the conclusion of hostilities at VJ-Day, only two of the twelve squadrons equipped with Hellcats still operated them,[22] both of which were disbanded in 1946.[22] At war’s end, 889 Squadron FAA, flying six Hellcat Is and II (PR) photo-reconnaissance models, was preparing to deploy from Scotland to the Far East. The squadron had been stationed at RAF Woodvale since its reformation post-VE Day, conducting carrier training aboard HMS Trouncer before transferring to HMS Ravager. Its mission was to replace 888 Squadron FAA and conduct photographic reconnaissance of Japanese coastal areas ahead of a planned invasion that was ultimately rendered unnecessary by the Atomic bombings of Hiroshima and Nagasaki. With hostilities ending abruptly, this squadron—including pilot William Stevenson—was dissolved and its Hellcats were discarded into Scottish waters. (This disposal reflected lend-lease terms requiring surviving equipment not returned or paid for to be destroyed.)[23][24]

Postwar service

File:F6F target drone.jpg
Postwar role: A vivid orange F6F-3K target drone

Following the conclusion of World War II, the Hellcat was replaced by the F8F Bearcat, a smaller and more powerful fighter equipped with enhanced Double Wasp radial engines. Despite its superior agility and performance, the Bearcat entered service too late to participate in World War II combat operations.

In the postwar period, the Hellcat was relegated to secondary roles within the US Navy, such as training missions and supporting Naval Reserve units. Additionally, a limited number of Hellcats were adapted into target drone configurations. Notably, in late 1952, Guided Missile Unit 90 deployed F6F-5K drones armed with 2,000 lb (910 kg) bombs to strike bridges during the Korean conflict. These drones operated from USS Boxer and were remotely piloted via radio signals from an accompanying AD Skyraider aircraft.

The F6F-5 holds the distinction of being the inaugural aircraft employed by the U.S. Navy's official flight demonstration team, the Blue Angels, upon their establishment in 1946.

A F6F-5K Hellcat target drone being destroyed by the heavy cruiser USS Saint Paul in 1954.

The French Naval Aviation operated F6F-5 Hellcats during combat missions in Indochina. These aircraft bore a Gloss Sea Blue paint scheme akin to post-WWII U.S. Navy colors until approximately 1955 but featured a distinct French roundel incorporating an anchor emblem. Meanwhile, the French Air Force also deployed Hellcats in Indochina between 1950 and 1952. Four squadrons were equipped with this type, including the renowned Normandie-Niemen squadron before transitioning to F8F Bearcats.

The Uruguayan Navy maintained use of Hellcats into the early 1960s.

Variants

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XF6F prototypes

XF6F-1
Initial prototype powered by a two-stage 1,600 hp (1,193 kW) Wright R-2600-10 Cyclone 14 radial piston engine.
XF6F-2
Modified version of the XF6F-1 featuring a turbocharged Wright R-2600-16 Cyclone radial piston engine, later replaced by a turbocharged R-2800-21.
XF6F-2 illustrating the upgraded R-2800-21 engine installation with Birman turbocharger (1943)
XF6F-3
Second prototype equipped with a two-stage supercharged 2,000 hp (1,491 kW) Pratt & Whitney R-2800-10 Double Wasp radial piston engine.
XF6F-4
Single F6F-3 modified with a two-stage, two-speed supercharged 2,100 hp (1,566 kW) Pratt & Whitney R-2800-27 Double Wasp radial piston engine.
XF6F-6
Two F6F-5 aircraft fitted with 2,100 hp (1,566 kW) Pratt & Whitney R-2800-18W radial piston engines and four-bladed propellers.

Series production

F6F-3 (referred to as Gannet F. Mk. I by the British, later renamed Hellcat F. Mk. I in January 1944)
Single-seat fighter and fighter-bomber powered by a 2,000 hp (1,491 kW) Pratt & Whitney R-2800-10 Double Wasp radial piston engine.
F6F-3E
Night fighter variant featuring an AN/APS-4 radar housed in a fairing mounted on the starboard outer wing.
F6F-3N
Another night fighter model equipped with an upgraded AN/APS-6 radar installed in a fairing on the starboard outer wing.
F6F-5 Hellcat (known as Hellcat F. Mk. II in British service)
Enhanced model with modifications including a redesigned engine cowling, a new windscreen assembly incorporating a bulletproof section, updated ailerons, and reinforced tail surfaces; powered by a 2,200 hp (1,641 kW) Pratt & Whitney R-2800-10W radial piston engine (the “-W” indicating Water Injection). The initial roughly 1,500 F6F-5 aircraft retained the small rear canopy windows found on the F6F-3.
F6F-5K Hellcat
Several F6F-5 and F6F-5N aircraft were converted into radio-controlled target drones.
F6F-5N night fighter equipped with AN/APS-6 radar and two 20mm M2 cannons (circa 1944/45)
F6F-5N Hellcat (designated Hellcat N.F. Mk II by the British)
Night fighter variant fitted with AN/APS-6 radar. Some examples carried two 20 mm (0.79 in) AN/M2 cannons in the inner wing bays and four 0.50 in (12.7 mm) M2 Browning machine guns in the outer wing positions.
F6F-5P Hellcat
A limited number of F6F-5s were converted for photo-reconnaissance duties, with camera systems installed in the rear fuselage.
Hellcat FR. Mk. II
British designation assigned to Hellcats equipped with photographic equipment.
FV-1
Intended designation for Hellcats to be produced by Canadian Vickers; project was cancelled before manufacturing commenced.

Operators

Template:FRA
Template:UK
  • Units for training and non-combat operations
  • East Indies-based units
  • Atlantic and Mediterranean squadrons
  • Pacific theater units
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Template:URY

Surviving aircraft

A significant number of Grumman F6Fs remain preserved today, either exhibited in museums or maintained in flying condition. Listed below by Bureau Number (Bu.No.) are some notable examples:

United Kingdom

Exhibited
F6F-5

United States

Chino Warbirds' F6F-3 painted as a Fleet Air Arm Hellcat Mk. I (2007)
Operational
F6F-3
F6F-5
Displayed
F6F-3
F6F-5
F6F-5 on display at the Air Zoo
In restoration or storage
F6F-3
F6F-5
  • 72094 – being restored to airworthy status by a private owner in Caldwell, Idaho.
  • 79133 – under restoration for flight by a private individual based in Wilmington, Delaware.
  • 80040 – also being restored to airworthiness by a private owner located in Wilmington, Delaware.
  • 94038 – undergoing restoration for flight capability by a private owner residing in Wilmington, Delaware.
  • 94385 – being prepared for flight by a private owner situated in Livermore, California.

Specifications (F6F-5 Hellcat)

In 1946, an F6F-5 piloted by Air Group Commander (CAG) Cdr. Louis H. Bauer of Carrier Air Group 3 (CVG-3) leads a formation consisting of CVG-3 aircraft, including a Helldiver, Avenger, and Bearcat.

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See also

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Notes

  1. ↑ The day before this visit, while receiving the Medal of Honor from President Franklin D. Roosevelt, O'Hare was asked what was needed in a new naval fighter; he replied "something that would go upstairs faster."[7]
  2. ↑ Jackson stressed to Grumman that "you can't hit 'em if you can't see 'em"[8]
  3. ↑ Late-production F6F-3s utilized the same water-injected R-2800 engine as the F6F-5.
  4. ↑ The US-produced 20 mm cannons faced reliability challenges that delayed their widespread use.
  5. ↑ Indicating Fighter Mark I, Fighter Mark II, and Night Fighter Mark II respectively

Citations

  1. ↑ Kinzey 1996, p. 16.
  2. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Taylor p. 503.
  3. ↑ Kinzey 1987, p. 14.
  4. ↑ Thruelsen 1976, p. 166.
  5. ↑ Ewing 2004, p. 182.
  6. ↑ Ewing 2004, p. 86.
  7. ↑ Ewing and Lundstrom 2004, pp. 155–156.
  8. ↑ Tillman 1979, p. 6.
  9. ↑ Francillon 1989, p. 200.
  10. ↑ Kinzey 1996, p. 6.
  11. ↑ 11.0 11.1 Barber 1946, Table 2. Archived 13 January 2012 at the Wayback Machine
  12. ↑ Barber 1946, Table 28. Archived 13 January 2012 at the Wayback Machine
  13. ↑ "Airpower Classics" (PDF). Air & Space Forces Magazine. Vol. 89, no. 4. April 2006. p. 96. Archived (PDF) from the original on 31 October 2025. Retrieved 4 June 2007. flown by 305 aces, most of any US fighter in World War II
  14. ↑ Kinzey 1987, p. 58.
  15. ↑ OPNAV-P-23V No. A129, 17 June 1946, p. 15.
  16. ↑ Dorr, Robert F. (21 October 2019). "Sharp Shooting Hellcat "Mac" McWhorter Runs Up the Score" (PDF). Flight Journal. Archived from the original on 23 July 2020. Retrieved 22 July 2020.
  17. ↑ A Legacy of Courage: The Story of Arthur van Haren, Jr. Latino Perspectives Media. 2011.
  18. ↑ Green 1975, p. 93.
  19. ↑ Thruelsen 1976, p. 181.
  20. ↑ Tillman 1996, p. 96.
  21. ↑ Tillman 1996, p. 78.
  22. ↑ 22.0 22.1 Thetford 1994, p. 217.
  23. ↑ "INDEX OF NAVAL AIR SQUADRONS: 889 Squadron". Fleet Air Arm Archive. 2001-02-23. Archived from the original on 2015-09-24. Retrieved 2024-01-07.
  24. ↑ Foister, Louise (1995-11-10). "How the war interrupted a legal career". Mid-Ocean News. The Royal Gazette. City of Hamilton, Pembroke, Bermuda. Pages 5 and 9. While I was still there we went out to sea with a group of some American aviators off the coast of Scotland and tipped the aircraft overboard. It was the most extraordinary thing. At the end of the war I was kept on as one of the witnesses or observers who went out with the American representatives to check the aircraft off the list to show that this wasn't something the Americans could charge the British Government for.

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External links

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