17 January 1911: Taking off from the U.S. Army’s Selfridge Field (the closed Tanforan race track at San Bruno, California) at approximately 10:45 a.m., Eugene Burton Ely flew his Curtiss-Ely pusher to San Francisco Bay where he landed aboard the armored cruiser USS Pennsylvania (ACR-4) as it lay at anchor.
A temporary wooden deck had been erected aboard the ship at the Mare Island shipyard. Built of wood, it was 133 feet, 7 inches (40.7 meters) long and 31 feet, 6 inches (9.6 meters) wide. Twenty-two manila hemp cables were stretched across the deck at 3-foot (0.9-meter) intervals. These were to catch hooks mounted beneath Ely’s airplane and drag it to a stop. Each cable had a 50-pound (22.7 kilogram) sand bag at each end. The bags were precisely weighed so that the Curtiss would not slew to one side. A guideway was laid out on the deck with 2-inch × 4-inch (5 × 10 centimeter) planks, and 2-foot (0.6-meter) high barriers were at each edge of the flight deck.
Captain Charles Fremont Pond, commanding Pennsylvania, offered to take the ship to sea in order that Ely would have the advantage of a head wind down the flight deck, but as winds in the bay were 10 to 15 miles per hour (4.5–6.7 meters per second), Ely elected to have the cruiser remain anchored.
About ten minutes after Ely took off, he was overhead the anchored ship. He set up his approach and when he was approximately 75 feet (23 meters) astern of Pennsylvania, he cut his engine and glided to a landing. The airplane was flying at about 40 miles per hour (64 kilometers per hour) when the hooks engaged the cables, which quickly slowed it to a stop. Eugene B. Ely landed aboard USS Pennsylvania at 11:01 a.m.
This was the very first time that an airplane had landed aboard a ship. The use of arresting wires would become common with aircraft carrier operations.
Ely and his wife, Mabel, were guests of Captain Pond for lunch. Photographs were taken and 57 minutes after his landing, he took off for the return flight to Selfridge Field.
Ely unsuccessfully tried to interest the Navy in employing him as an aviator. He and Mabel traveled the country, “barnstorming,” making flight demonstrations and entering aviation meets. He was killed at Macon, Georgia, 19 October 1911, when he was unable to pull out of a dive.
Eugene Burton Ely was born 21 October 1886 at Williamsburg, Iowa. He was the first of three children of Nathan Dana Ely, an attorney, and Emma Lewis Harrington Ely.
In 1907, Ely married Miss Mabel Hall at San Rafael, California.
Ely taught himself to fly using an airplane that he had repaired after it had crashed. He quickly became an recognized expert in aviation.
Soon after the formation of the California National Guard, Eugene Ely enlisted. Then in 1911, he was appointed Aviation Aide to Governor Hiram Warren Johnson of California. Eugene Ely was commissioned a second lieutenant, California, National Guard, 27 July 1911.
Eugene Burton Ely was killed in an airplane accident at the Georgia State Fairgrounds, Macon, Georgia, on 19 October 1911, two days before his 25th birthday. His airplane failed to pull out of a dive. He had recently altered its configuration from a forward elevator to aft, and conjecture is that the ‘plane did not respond as Ely expected.
His remains are buried at his birthpace, Williamsburg, Iowa..
In 1933, the United States Congress passed Senate Bill 5514, authorizing the posthumous award of the Distinguished Flying Cross to Eugene Ely for his contributions to aviation.
3 December 1945: The first landing and takeoff aboard an aircraft carrier by a jet-powered aircraft were made by Lieutenant-Commander Eric Melrose Brown, M.B.E., D.S.C., R.N.V.R., Chief Naval Test Pilot at RAE Farnborough, while flying a de Havilland DH.100 Sea Vampire Mk.10, LZ551/G. The ship was the Royal Navy Colossus-class light aircraft carrier, HMS Ocean (R68), under the command of Captain Casper John, R.N.
For his actions in these tests, Lieutenant-Commander Brown was invested an Officer of the Most Excellent Order of the British Empire (O.B.E.), 19 February 1946.
LZ551 was the second of three prototype DH.100 Vampires, which first flew 17 March 1944. The airplane was used for flight testing and then in 1945, was modified for operation for carriers. It was named “Sea Vampire” and reclassified as Mk.10.
The DH.100 was a single-seat, single-engine fighter powered by a turbojet engine. The twin tail boom configuration of the airplane was intended to allow a short exhaust tract for the engine, reducing power loss in the early jet engines available at the time.
LZ551/G was originally powered by a Halford H.1 turbojet which produced 2,300 pounds of thrust (10.231 kilonewtons) at 9,300 r.p.m. This engine was produced by de Havilland and named Goblin.
The Vampire entered service with the Royal Air Force in 1945 and remained a front-line fighter until 1953. 3,268 DH.100s were built. There were two prototype Sea Vampires (including LZ551) followed by 18 production Sea Vampire FB.5 fighter bombers and 73 Sea Vampire T.22 two-place trainers.
LZ551 is in the collection of the Fleet Air Arm Museum, Yeovilton, Somerset.
HMS Ocean was built at the Alexander Stephen and Sons yard on the Clyde, Glasgow, Scotland. The ship was launched in 1944 and commissioned 8 August 1945. Classed as a light fleet carrier, HMS Ocean was 630 feet (192 meters) long at the water line, with a beam of 80 feet, 1 inch (24.41 meters) and standard draft of 18 feet, 6 inches (5.64 meters) at 13,190 tons displacement; 23 feet, 3 inches (7.09 meters), at full load displacement (18,000 tons). The aircraft carrier’s flight deck was 695 feet, 6 inches (212.0 meters) long. Ocean was driven by four Parsons geared steam turbines producing 40,000 shaft horsepower, and had a maximum speed of 25 knots (28.8 miles per hour/46.3 kilometers per hour). HMS Ocean had a crew of 1,050 sailors, and could carry 52 aircraft.
HMS Ocean served for twelve years before being placed in reserve. Five years later, she was scrapped at Faslane, Scotland.
Captain Eric Melrose Brown, C.B.E., D.S.C., A.F.C., KCVSA, Ph.D., Hon. F.R.Ae.S., R.N., is one of aviation’s greatest test pilots. He was born at Leith, Scotland, 21 January 1918, the son of Robert John Brown and Euphemia Melrose Brown. His father, a Royal Air Force officer, took him for his first flight at the age of 8. He was educated at the Royal High School, Edinburgh, Scotland; Fettes College; and at the University of Edinburgh. He received a Master of Arts degree from the university in 1947.
Eric Brown volunteered for the Royal Navy Fleet Air Arm, 4 December 1939. Having previously learned to fly at the University Air Squadron, Brown was sent to a Flying Refresher Course at RNAS Sydenham, Belfast, Northern Ireland.
Brown received a commission as a temporary Sub-Lieutenant, Royal Navy Volunteer Reserve, 26 November 1940. He briefly served with No. 801 Squadron before being transferred to No. 802 Squadron. He flew the Grumman G-36A Martlet Mk.I (the export version of the U.S. Navy F4F-3 Wildcat fighter) from the escort carrier HMS Audacity (D10) on Gibraltar convoys.
Having shot down several enemy aircraft, including two Focke-Wulf Fw 200 Condor four-engine patrol bombers, Brown was awarded the Distinguished Service Cross. HMS Audacity was sunk by enemy submarines in the Atlantic, 21 December 1941. Brown was one of only 24 to escape from the sinking ship, but only he and one other survived long enough in the frigid water to be rescued.
Sub-Lieutenant Brown met Miss Evelyn Jean Margaret Macrory on 7 April 1940. They married in 1942 and would have one son.
Brown was promoted to lieutenant, 1 April 1943. After a number of operational assignments, Lieutenant Brown was assigned to the Naval Test Squadron at the Aeroplane and Armament Experimental Establishment, Boscombe Down, in December 1943. The following month Brown was named Chief Naval Test Pilot at the Royal Aircraft Establishment, Farnborough. He held that post until 1949.
In July 1945, Eric Brown was promoted to the rank of lieutenant-commander (temporary), and then, following the war, he was transferred from the Royal Navy Volunteer Reserve to the Royal Navy, and appointed a lieutenant with date of rank to 1 April 1943.
Lieutenant Brown was awarded the King’s Commendation for Valuable Service in the Air in the New Year’s Honours List, 1949. Brown returned to No. 802 Squadron during the Korean War, flying from the aircraft carriers HMS Vengeance (R71) and HMS Indomitable (92). He was promoted to lieutenant-commander, 1 April 1951. In September 1951, Brown resumed flight testing as an exchange officer at the U.S. Naval Air Test Center, Patuxent River, Maryland.
In 1953, Lieutenant-Commander Brown was a ship’s officer aboard HMS Rocket (H92), an anti-submarine frigate. He was promoted to commander, 31 December 1953. After a helicopter refresher course, Brown commanded a Search-and-Rescue (SAR) helicopter flight aboard HMS Illustrious. He next commanded No. 804 Squadron based at RNAS Lossiemouth, then went on to command RNAS Brawdy at Pembrokeshire, Wales.
From 1958 to 1960, Commander Brown was the head of the British Naval Air Mission to Germany. He then held several senior positions in air defense within the Ministry of Defence. He was promoted to captain 31 December 1960.
From 1964 to 1967, Brown was the Naval Attache at Bonn, Germany. He next commanded RNAS Lossiemouth, 1967–1970.
Captain Brown’s final military assignment was as Aide-de-camp to Her Majesty, Queen Elizabeth II of Great Britain.
Eric M. Brown was invested a Member of the Most Excellent Order of the British Empire (M.B.E.), 3 July 1945, for landings of a de Havilland DH.98 Mosquito aboard HMS Indefatigable, 2 May 1944. On 1 January 1970, Captain Brown was named a Commander of the Most Excellent Order of the British Empire (C.B.E.) in the Queen’s New Years Honours List.
Captain Eric Melrose Brown, C.B.E., D.S.C., A.F.C., K.C.V.S.A., Ph.D. Hon. F.R.Ae.S., R.N., retired from active duty 12 March 1970.
At that time, he had accumulated more than 18,000 flight hours, with over 8,000 hours as a test pilot. Captain Brown had flown 487 different aircraft types (not variants), a record which is unlikely to ever be broken. Brown made more landings on aircraft carriers than any other pilot, with 2407 landings, fixed wing, and 212 landings, helicopter. He made 2,721 catapult launches, both at sea and on land.
In 1982 and 1983, Captain Brown served as president of the Royal Aeronautical Society.
Eric “Winkle” Brown died at Redhill, Surrey, England, 21 February 2016, at the age of 97 years.
17 October 1922: Lieutenant Commander Virgil Childers (“Squash”) Griffin, Jr., United States Navy, made the first takeoff from an aircraft carrier of the U. S. Navy when he flew a Chance Vought Corporation VE-7 fighter from the deck of USS Langley (CV-1) while the ship was anchored in the York River along the west side of Chesapeake Bay, Virginia.
USS Langley was the United States Navy’s first aircraft carrier. The ship was named in honor of an American scientist, Samuel Pierpont Langley. It was a former collier, USS Jupiter (AC-3), which had been converted at the Norfolk Navy Yard, 1921–1922. As an aircraft carrier, Langley had a complement of 468 men, including the air wing. The ship was 542 feet, 2.5 inches (165.27 meters) in length, overall, with a beam of 65 feet, 6 inches (19.96 meters) and draft of 22 feet, 1 inch (6.73 meters). The aircraft carrier had a full load displacement of 15,150 long tons (15,393 Metric tons).
Langley was powered by a General Electric turbo-electric drive, with a total of 6,500 shaft horsepower. She could make 15.5 knots (17.8 miles per hour; 28.7 kilometers per hour). The aircraft carrier had a maximum range of 4,000 miles (6,437 kilometers).
In addition to her air group of up to 36 airplanes, Langley was defended by four 5-inch/51-caliber guns (127 mm × 6.477 meters). This gun could fire a 50-pound (22.7 kilogram) shell a distance of 15,850 yards (14, 493 meters) when elevated to 20°. Its maximum rate of fire was 9 rounds per minute.
As the more modern aircraft carriers Lexington and Saratoga came in to service, Langley was once again converted, this time to a sea plane tender, and reclassified as AV-3, 21 April 1937.
USS Langley was badly damaged by Japanese dive bombers during the Battle of the Java Sea, 27 February 1942, having been struck by five bombs. The ship was scuttled approximately 75 miles south of Tjilatjap, Java, to prevent capture, when her escorting destroyers fired two torpedoes into her.
The Chance Vought VE-7 was originally ordered as a two-place trainer, but its performance and handling qualities were so good that it was widely used as a fighter. The VE-7SF was a single-place, single-engine biplane built for the U.S. Navy.
The VE-7 was 22 feet 5-3/8 inches (6.842 meters) long, with a wingspan of 34 feet, 4 inches (10.465 meters), and height of 8 feet 7½ inches (2.629 meters). The two-bay wings were separated by a vertical gap of 4 feet, 8 inches (1.422 meters) and the leading edge of the lower wing was staggered 11 inches (27.9 centimeters) behind that of the upper wing. Both wings had 1.25° dihedral. The upper wing had +1.75° incidence, lower wing had +2.25°. The VE-7 had weighed 1,392 pounds (631 kilograms) empty and had gross weight of 1,937 pounds (879 kilograms)
The VE-7 was powered by a water-cooled, normally-aspirated, 716.69-cubic-inch-displacement (11.744 liters) Wright-Hispano E3 Alert single-overhead-camshaft (SOHC) 60° V-8 engine, rated at 215 horsepower at 2,000 r.p.m. The engine drove a two-bladed fixed-pitch wooden propeller with a diameter of 8’8″ (2.642 meters). The Wright E3 weighed 465 pounds (211 kilograms).
The VE-7 had a maximum speed of 106 miles per hour (171 kilometers per hour) and service ceiling of 15,000 feet (4,572 meters). Its maximum range was 290 miles (467 kilometers).
The fighter was armed with two Vickers .30-caliber (7.62 mm) machine guns, synchronized to fire forward through the propeller arc.
Rear Admiral Jackson R. Tate, U.S. Navy (Retired) described the first takeoff:
“We were operating just north of the Tongue of the Shoe, seaward of the main channel from Norfolk, Va. A trough about 6 feet long, set up on sawhorses was rigged at the aft end of the flight deck. When the tail skid of the VE-7 used in the test was placed in the trough, she was in the flight attitude.
“We had no brakes, so the plane was held down on the deck by a wire with a bomb release at the end. This was attached to a ring in the landing gear. ‘Squash’ Griffin climbed in, turned up the Hispano Suiza engine to its full 180 hp and gave the “go” signal. The bomb release was snapped and the Vought rolled down the deck. Almost before it reached the deck-center elevator it was airborne. Thus, the first takeoff from a U.S. carrier.”
Virgil Childers Griffin, Jr., was born at Montgomery, Alabama, 18 April 1891. He was the first of three children of Virgil Childers Griffin, secretary of the Railroad Commission of Alabama, and Mary Lee Besson Griffin.
Griffin was admitted as a midshipman at the United States Naval Academy, Annapolis, Maryland, 25 June 1908, a member of the Class of 1912. Four years later he graduated. Virgil C. Griffin, Jr., was commissioned an ensign, United States Navy, 8 June 1912, with a date of precedence 28 April 1908.
On 14 July 1912, Ensign Griffin was assigned to the 16,000 ton battleship, USS South Carolina (BB-26). Griffin was promoted to lieutenant (junior grade), 8 June 1915. He remained aboard South Carolina until June 1916.
Lieutenant (j.g.) Griffin applied for flight trainning, and on completion, was designated Naval Aviator # 41.
The United States entered World War I in April 1917. On 8 June 1917, Lieutenant (j.g.) Griffin was one of one hundred Naval Aviators who “arrived safely in France for any duty that may present itself. . . They are the first of the American fighting forces to reach France.” On 8 June 1918, Griffin was promoted to lieutenant (permanent rank). He was in command of the U.S. Navy sea plane base at Saint-Trojan, in southwestern France. Griffin was promoted to the rank of lieutenant commander (temporary), 21 September 1918 (Constructive date of precedence 28 February 1907).
Lieutenant Commander Griffin returned to the United States in 1919. He was assigned to the Department of the Navy, Washington, D.C., first to the Naval Operations Aviation Divivision, and in 1920, Naval Operations Inspection Division. Later in 1920, Griffin was assigned to the Atlantic Fleet Ship Plane Division, Mitchel Field, Mineola, New York.
On 8 December 1920, Lieutenant Commander Griffin married 25-year-old Alabama native Miss Elize Whiting Hall, at Mobile, Alabama.
In 1923, Lieutenant Commander Griffin returned to sea duty aboard USS Langley. he was next stationed at NAS Pensacola, Florida, 1924–1925. He served aboard USS Lexington (CV-2), 1926–1927. In 1929, Griffin returned to Langley, before being assigned Scoutig Squadron TWO (VS-2B) aboard USS Saratoga, flying the Vought O2U-2 Corsair.
On 29 December 1931, Griffin was promoted to commander. He was stationed at NAS Pearl Harbor, Territory of Hawaii, in 1932.
Commander Griffin once again returned to Langley, as the aircraft carrier’s executive officer, 1933–1934.
In 1937, Commander Griffin was commanding officer, NAS Anacostia, Washington D.C. He had additional duties in the Navy’s Bureau of Aeronautics.
In 1938 and 1939, Commander Griffin was chief of staff and aide to the Commander, Carrier Division TWO (ComCarDiv 2), aboard USS Yorktown.
Later in 1939, Commander Griffin was assigned as commanding officer Patrol Wing FIVE. The wing included patrol squadrons VP-51, VP-52, VP-53 VP-54, and the airplane tenders USS Gannet (AVP-8), USS Thrush (AVP-3), USS Owl (AM-2) and USS Patoka (AV-6).
Griffin was promoted to the rank captain, 1 November 1939. On 1 May 1940, Captain Griffin was placed in command of NAS Isle Grande, San Juan, Puerto Rico.
Captain Virgil Childers Griffin, Jr., retired from the United States Navy, 1 January 1947. He died at San Diego, California, 27 March 1957, at the age of 66 years. He was buried at the Fort Rosecrans National Cemetery.
21 July 1946: Lieutenant Commander James Jennings Davidson, United States Navy, flying the second prototype McDonnell XFD-1 Phantom, made four takeoffs and landings aboard the Midway-class aircraft carrier USS Franklin D. Roosevelt (CVB-42). This was the very first time that an all-jet aircraft had operated from a U.S. Navy aircraft carrier.¹
The McDonnell XFD-1 Phantom was a prototype turbojet-powered fighter, one of two designed and built by the McDonnell Aircraft Corporation at St. Louis, Missouri. It was a single-place, twin-engine, low-wing monoplane with retractable tricycle landing gear, intended for operations from the United States Navy’s aircraft carriers. The XFD-1 was 37 feet, 2.50 inches (11.341 meters) long, with a wingspan of 42 feet, 0.00 inches (12.802 meters) and height of 13 feet, 2.00 inches (5.105 meters). With its wings folded for storage, the span was reduced to 15 feet, 4.00 inches (4.674 meters), but the overall height increased to 16 feet, 9.00 inches (5.105 meters). The airplane had a normal gross weight of 8,250 pounds (3,742 kilograms), and an overload gross weight of approximately 9,700 pounds (4,400 kilograms).
The XFD-1 was powered by two Westinghouse 19B (J30-WE- ) engines. The engines were positioned on either side of the fuselage, inside the wing roots. By keeping the engines close to the airplane’s center of gravity, it was more maneuverable, and had less adverse yaw when operating on a single engine. The Westinghouse 19B was a single-spool axial flow turbojet. It used a six-stage compressor section with a single-stage turbine. There is conflicting information as to the specific engine variant, and their thrust, but the 19B as installed in the XFD-1 was rated at 15,500 r.p.m for cruise, with a Normal (continuous) rating of 17,000 r.p.m., and a Military/War Emergency Power rating of 18,000 r.p.m. The Westinghose 19B was 19.0 inches (0.483 meters) in diameter, 94.0 inches (2.388 meters) long, and weighed 826 pounds (375 kilograms).
Both XFD-1 prototypes were lost before flight testing was completed, so performance data is limited. They were limited to a maximum speed of 0.66 Mach. (The test pilot was provided with a chart for the equivalent indicated air speed (IAS) at specific altitudes.) The speed in a dive was limited to 265 knots (305 miles per hour/491 kilometers per hour) at 10,000 feet (3,048 meters). The airframe was restricted to a maximum 5gs acceleration. Spins, snap rolls and inverted flight were prohibited. Contemporary reports were that the Phantom was faster than 500 miles per hour (805 kilometers per hour). Its ceiling was over 35,000 feet (10,668 meters), and its range was 1,000 miles (1,610 kilometers).
The XFD-1 was armed with four Browning .50-caliber machine guns grouped together in the nose, with 250 rounds of ammunition per gun.
The first prototype, Bu. No. 48235, made its first flight 26 January 1945, flown by test pilot Edwin Woodward (“Woody”) Burke, but it crashed 1 November 1945. Burke, the pilot, was killed. The second prototype, Bu. No. 48236, crashed 26 August 1946.
McDonnell built 62 FD-1 Phantoms (redesignated FH-1 in 1947) before production shifted to the larger F2H-1 Banshee.
James Jennings Davidson was born 19 July 1919 at Sparta, Wisconsin. He was the second of three children of David Davidson, a farmer, and Clara Josephine Gilbertson. He attended Lewiston High School, and the the Wisconsin State Teacher’s College at Winona. He graduated in 1940 with a Bachelor of Science degree (B.S.) in Science Education.
While at college, Davidson participated in the Civilian Pilot Training program.
Davidson enlisted in the United States Navy as an aviation cadet, 25 November 1940. He underwent flight training at NAS Corpus Christi, Texas. On completing flight school, Davidson was awarded the gold wings of a Naval Aviator, and commissioned as an ensign, U.S. Navy, with date of rank from 4 August 1941.
Ensign Davidson married Miss Muriel Juliet Mindrum in March 1942. They would have a daughter, Barbara Claire Davidson.
During World War II, Davidson flew the Douglas SBD Dauntless and Curtiss-Wright SB2C Helldiver dive bombers. Davidson was promoted to the temporary rank of lieutenant 1 October 1943. The rank was made permanent, with date of rank retroactive to 4 August 1941.
In 1944, Lieutenant Davidson was assigned to Naval Air Test Center at NAS Anacostia, at Washington, D.C. Davidson was promoted to the rank of lieutenant commander, 3 October 1945. He later attended the United Kingdom’s Empire Test Pilots’ School.
During the Korean War, Lieutenant Commander flew combat missions in the Grumman F9F Panther. He was promoted to commander, 1 July 1953. Later in his career, Commander Davidson served aboard USS Kearsarge (CV-33); and commanded Fighter Squadron Fifty-Two (VF-52).
Commander Davidson was promoted to the rank of captain, 1 July 1960, and commanded Carrier Air Group 14 (CVG 14) aboard USS Ranger (CV-61).
Captain Davidson retired from the U.S. Navy in July 1972. He died at Prince William, Virginia, 5 December 1993, and was buried at the Arlington National Cemetery, Arlington, Virginia.
¹ The very first jet landings and takeoffs had occurred over seven months earlier, 3 December 1945, when Lieutenant-Commander Eric Melrose Brown, D.S.C., Royal Navy Volunteer Reserve, flying a de Haviulland DH.100 Vampire, made several takeoffs and landings aboard the Royal Navy aircraft carrier, HMS Ocean (R68).
4 June 1942: The Battle of Midway: By the afternoon American planes had heavily damaged three Japanese Aircraft carriers. They would later sink. Planes from the fourth carrier, IJN Hiryu, were launched to attack the American aircraft carriers.
USS Yorktown (CV-5) was hit by two aerial torpedoes from Nakajima B5N torpedo bombers. She listed sharply, lost power and was out of action. She would later be sunk by the Japanese submarine I-168. Hiryu was attacked by U.S. Navy SBD Dauntless dive bombers and was badly damaged, set on fire, and sank later in the day.
The Battle of Midway was not over. It would go on until 7 June. However, the outcome was clear. Midway was a decisive American victory.
The Americans lost 1 aircraft carrier and 1 destroyer, about 150 aircraft, with 307 soldiers, sailors and airmen killed. The island outpost was saved and would never again be seriously threatened.
The Imperial Japanese Navy lost 4 aircraft carriers and one cruiser, with other warships, including battleships, so heavily damaged that they were out of the war for some time. Also lost were 248 aircraft and 3,057 sailors and airmen killed.
For the rest of the War, the Japanese Navy suffered from the loss of these highly experienced naval aviators. Though they could replace the men, they could not replace their years of combat experience. From this point forward, the Empire of Japan was on the defensive with its defeat inevitable.
The Battle of Midway was the most decisive naval battle in history. It was fought almost entirely by aircraft.
Very Highly Recommended: History of United States Naval Operations in World War II, Volume IV, Coral Sea, Midway and Submarine Actions, May 1942—August 1942, by Samuel Eliot Morison, Little, Brown and Company, Boston, September 1949. The entire 15-volume series has TDiA’s highest possible recommendation.