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    The Doolittle Raid: The First Air Attack Against Japan, April 1942
    The Doolittle Raid: The First Air Attack Against Japan, April 1942
    The Doolittle Raid: The First Air Attack Against Japan, April 1942
    Ebook252 pages1 hour

    The Doolittle Raid: The First Air Attack Against Japan, April 1942

    By John Grehan and Alexander Nicoll

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    About this ebook

    A pictorial history of America’s response to Pearl Harbor, with “hundreds of photos of the various stages of the raid” (ModelingMadness).

    On April 1, 1942, less than four months after the world was stunned by the attack on Pearl Harbor, sixteen US aircraft took to the skies to exact retribution. Their objective was not merely to attack Japan, but to bomb its capital. The people of Tokyo, who had been told that their city was invulnerable from the air, would be bombed and strafed—and the shock waves from the raid would extend far beyond the explosions of the bombs.

    The raid had first been suggested in January 1942 as the US was still reeling from Japan’s preemptive strike against the US Pacific Fleet. The Americans were determined to fight back—as quickly as possible. The 17th Bomb Group (Medium) was chosen to provide the volunteers who would crew the sixteen specially modified North American B-25 bombers. As it was not possible to reach Tokyo from any US land bases, the bombers would have to fly from aircraft carriers, but it was impossible for such large aircraft to land on a carrier; the men had to volunteer for a one-way ticket.

    Led by Lieutenant Colonel Jimmy Doolittle, the seventy-one officers and 130 enlisted men embarked on the USS Hornet, which was shielded by a large naval task force—and set out on their mission, which would ultimately jolt the Japanese out of their complacency. This is the full story of this remarkable operation and the men and machines involved, told through a fascinating collection of photographic images.
    LanguageEnglish
    PublisherOpen Road Integrated Media
    Release dateMar 30, 2020
    ISBN9781526758231
    The Doolittle Raid: The First Air Attack Against Japan, April 1942
    Author

    John Grehan

    JOHN GREHAN has written, edited or contributed to more than 300 books and magazine articles covering a wide span of military history from the Iron Age to the recent conflict in Afghanistan. John has also appeared on local and national radio and television to advise on military history topics. He was employed as the Assistant Editor of Britain at War Magazine from its inception until 2014. John now devotes his time to writing and editing books.

    Read more from John Grehan

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      Book preview

      The Doolittle Raid - John Grehan

      CHAPTER 1

      Introduction

      Nothing, it seemed, could stop the Japanese. Pearl Harbor had only been the beginning. Thailand, Penang, Hong Kong, Guam, Wake Island, Burma, the Dutch East Indies, New Guinea, the Solomon Islands, Manila, Kuala Lumpur and Rabaul had all fallen to the forces of Emperor Hirohito. By the middle of February 1942, Singapore, Great Britain’s fortress in the East, was in Japanese hands. But the United States was already planning the fight back.

      At the darkest time of the war, with Allied morale at its lowest ebb and the Japanese still advancing westwards, President Franklin D. Roosevelt called for an immediate strike upon Tokyo. There were even offers of large rewards of cash from private individuals for the first men to bomb the city. But the Japanese Imperial capital is more than 5,000 miles from the US mainland, well beyond the range of any aircraft. There appeared to be little hope of mounting a raid upon Japan any time soon. Yet already, in the utmost secrecy, just such a raid was being carefully planned.

      On 10 February 1942, US Navy Captain Francis Low, Assistant Chief of Staff for anti-submarine warfare, suggested that large aircraft could be launched from carriers to strike at Japan. The normal naval carrier-borne aircraft lacked both the range and bomb-carrying capacity to achieve this, but Low believed that the United States Army Air Force’s (USAAF) new twin-engine North American B-25B Mitchell bombers could be launched from an aircraft carrier. The range of the Mitchell with a full bomb load, however, was just 1,300 miles. Yet, if the aircraft were stripped of all of its non-essential equipment, including much of its defensive armament, and its bomb load reduced, the B-25’s range could be considerably increased. Maybe, just maybe, one of the most audacious and ambitious air raids in history was possible.

      Captain Lowe presented his idea to Admiral Ernest J. King, Commander in Chief of the United States Fleet, who immediately seized upon the scheme. Under the subject heading, ‘B25B Special Project’, King duly wrote to the Chief of the Army Air Forces, General Henry Harley ‘Hap’ Arnold:

      ‘The purpose of this special project is to bomb and fire the industrial centers of Japan. It is anticipated that this will not only cause confusion and impede production but will undoubtedly facilitate operations against Japan in other theatres due to their probable withdrawal of troops for the purpose of defending the home country. An action of this kind is most desirable now due to the psychological effect on the American public, our allies and our enemies.

      ‘The method contemplated is to bring carrier borne bombers to within 400 or 500 miles of the coast of Japan, preferably to the south-southeast. They will then take off from the carrier deck and proceed directly to selected objectives. These objectives will be military and industrial targets in the Tokyo-Yokahama, Nagoya and Osaka-Kobi areas.

      ‘Simultaneous bombings of these areas is contemplated with the bombers coming in up waterways from the southeast and, after dropping their bombs, returning in the same direction … Due to the greater accuracy of daylite [sic] bombing a daylite raid is contemplated. The present concept of the project calls for a nite [sic] take-off from the carrier and arrival over objectives at dawn …

      ‘A nite raid will be made if due to last minute information received from our intelligence section or other source a daylite raid is definitely inadvisable. The nite raid should be made on a clear nite, moonlite [sic] if Japan is blacked out, moonless if it is not.’¹

      Naturally, General Arnold was willing to explore this seemingly impossible proposal further, as was the man he felt should lead the mission, Lieutenant Colonel James H. ‘Jimmy’ Doolittle. One of the world’s foremost aviators, Doolittle had been a test pilot, dare-devil racer and now Arnold needed him as a trouble-shooter and project officer. ‘The object of the project’, Doolittle later wrote, ‘was to bomb the industrial centres of Japan. It was hoped that the damage done would be both material and psychological. Material damage was to the destruction of specific targets with ensuing confusion and retardation of production. The psychological results, it was hoped, would be the recalling of combat equipment from other theaters for home defense, thus effecting relief in those theaters, the development of a fear complex in Japan, improved relationships with our allies and a favorable reaction on the American people.’²

      There were, though, immense obstacles to overcome. Chief among these were the vast distances involved and the dominating presence across the Pacific of the hitherto victorious Japanese fleet.

      The original plan was to take-off from and return to an aircraft carrier. The first objective then, before any other elements of the scheme could be considered, was to see if Captain Lowe’s idea was practicable. Take-off and landing tests were duly conducted with three B-25Bs at and off Norfolk, Virginia. These tests indicated that take-off from the carrier would be relatively easy but landing back on a ship subject to unpredictable wind and waves was extremely difficult and too hazardous to be attempted. Somewhere would have to be found where the bombers could land after the raid.

      After some consideration, it was decided that a carrier take-off would be made some point east of Tokyo and the flight would proceed in a generally westerly direction from there. Fields near the east coast of China, which was not under Japanese control, and at Vladivostok in the Soviet Union, were identified as the bombers’ destinations. The planes would then be handed over to the Chinese Government. The principal advantage of Vladivostok as a landing point was that it was only about 600 miles from Tokyo against some 1,200 miles to the China coast – and range was the most critical factor. Surprisingly, though the US and the USSR were allies, so too were Japan and the Soviet Union, and when approached about the proposed raid, the men in power in Moscow expressed reluctance in allowing American military aircraft to land on their territory for fear of damaging relations with the Japanese. The idea of going to Vladivostok was therefore abandoned.

      While the Chinese would have to be warned of the arrival of the bombers, great care had to be taken to avoid such information falling into the hands of the Japanese. A cover story was therefore prepared. The Chinese would be informed that the aircraft would be flying up from the south in order to stage a raid on Japan from which they plan to return to the same bases. Radio signals from the bombing planes immediately after they dropped could be used to advise the Chinese that the Mitchells would arrive at the refuelling points some six or seven hours later.

      A First World War veteran, it was Captain Francis Stuart Low, pictured here in April 1943, who is credited with the idea that twin-engine bombers could be launched from an aircraft carrier. It is stated that he made this observation after watching such aircraft at a naval air station in Virginia, where the runway had been painted with the outline of an aircraft carrier deck for landing practice. (

      USNHHC

      )

      Range, therefore, became of even greater importance. A distance of 2,400 miles with a bomb load of 2,000lbs was set as the aircraft requirement for the raid, and a study of the various aircraft available for this project indicated that the B-25B was, as expected, the type best suited to the purpose.

      For the B-25Bs to stand any chance of reaching Tokyo extensive modifications were required. Additional fuel tanks would have to be installed and every piece of non-essential equipment removed. This work was to be carried out on twenty-four aircraft. Firstly, a steel gasoline tank of about 265-gallon capacity was manufactured by the McQuay Company and installed by the Mid-Continent Airlines at Minneapolis. This tank was later removed and replaced by a 225-gallon leak-proof tank manufactured by the United States Rubber Company at Mishawaka, Indiana. Considerable difficulty was experienced with this rubber leak-proof tank due to leaks in the connections, as well as the fact that after having made one fairly satisfactory tank, the outer case was reduced in size in order to facilitate installation without reducing the size of the inner rubber container and consequently wrinkles developed reducing the capacity and increasing the tendency to failure and leakage. Putting air pressure on the tank increased the capacity about ten to fifteen gallons and new outer covers eventually alleviated the problem. It was, however, not possible for the manufacturer to provide new covers for all of the tanks before the operation was due to be mounted, and one serious tank failure occurred the day before take-off. This was a leak caused by a failure of the inner liner resulting from sharp wrinkles which in turn were caused by the inner liner being too large and the outer case too small.

      The space taken up by this additional fuel tank still left enough room in the bomb bay to permit the carrying of four 500lb demolition bombs or four 500lb incendiary clusters. It was necessary, in order to carry the bomb load, to utilise extension shackles which were also provided by the McQuay Company. The crawl way above the bomb bay was lined and a rubber bag tank, manufactured by the US Rubber Company, and holding about 160 gallons, was installed. The vent for this tank, when turned forward provided pressure and forced the gasoline out of the tank. When turned aft the vent sucked the air and vapor out of the tank and permitted it to be collapsed (after the gasoline was used) and pushed to one side. After this was done the aircraft was again completely operational as crew members could move forward or aft through the crawl way. Collapsing the tank, sucking out the vapour, and pushing it over to one side minimized the fire hazard. A very considerable amount of trouble was encountered with this tank due to leaks developing in the seams. This trouble was reduced through the use of a heavier material and more careful handling of the tank.

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