Deck Edge Elevator on World War II Aircraft Carriers

As originally designed an Essex Class carrier had three elevators to move aircraft. Two were centerline, fore and aft, and a third was deck edge on the port side after being proved successful on CV-7 USS Wasp. The deck edge created more lift capacity and storage space for aircraft without compromising the flight operations of the carrier. Machinery was a little less complicated and required 20% less man hours of maintenance.

The obvious compromise of the centerline elevators was in having one in the wrong position or inoperable due to battle damage. One can see some famous pictures of the USS Enterprise being hit by a kamikaze carrying a 550 lb. bomb which exploded under the forward elevator. It was blown 700 feet high and the Big E was now done for the remainder of the war.  

A U.S. Navy Vought SB2U-2 Vindicator (BuNo 1376) from scouting squadron VS-72 pictured on the deck edge elevator of the aircraft carrier USS Wasp (CV-7) at Quincy, Massachusetts, in June 1940. The elevator consisted of a platform for the front wheels and an outrigger for the tail wheel. The two arms on the sides moved the platform in a half-circle up and down between the flight deck and the hangar deck. (US Navy photo)

 

Another view of the same U.S. Navy Vought SB2U-2 Vindicator (BuNo 1376) from scouting squadron VS-72 pictured on the deck edge elevator of the aircraft carrier USS Wasp (CV-7) at Quincy, Massachusetts, in June 1940. (US Navy photo)

 

Another view of the same U.S. Navy Vought SB2U-2 Vindicator (BuNo 1376) from scouting squadron VS-72 pictured on the deck edge elevator of the aircraft carrier USS Wasp (CV-7) at Quincy, Massachusetts, in June 1940. (US Navy photo)

 

Through most of World War II, carriers operated with their flight deck in either a receiving or launching state.

In a launching state, planes are stored and readied for launch at the rear end of the deck as the front and middle sections of the deck are used for take off.

The rear elevator is used to move planes from the hangar to the rear of the deck so they can be readied for launch.

In a receiving state, planes are stored at the front of the deck as the rear and middle sections of the deck are used for landings.

The forward elevator is used to move these landed planes down to the hangar.

The middle elevator, if it exists, isn't used during launching or receiving operations. It's to increase the number of planes that can be moved to and from the deck before launch operations start or after landing operations finish.

There are a few advantages to a side elevator:

There isn't a hole in the middle of the flight deck that represents a structural weakness.

A malfunction when in a down state doesn't leave a hole in the flight deck that renders the whole thing inoperable.

The elevator only needs to be as large as the plane's landing gear rather than as large as the whole plane. The tail of the plane can hang off the side.

Nowadays, carriers can launch and receive aircraft simultaneously. Catapults mean that aircraft can launch from just the forward part of the deck whilst an angled flight deck and arrestor wires mean aircraft can land on just the rear and middle of the deck without disrupting launch operations.

The elevators can be used throughout all of this since they're not obstructing the landing deck or the catapults.  

Kamikaze Hit on USS Enterprise (CV-6) on 14 May 1945

Lt. Shunsuke Tomiyasu's Mitsubishi A6M Zero kamikaze fighter hurtles towards the forward elevator of USS Enterprise, 14 May 1945. This photograph was taken mere seconds before impact. 

 

The forward elevator of the U.S. Navy aircraft carrier USS Enterprise (CV-6) is blown circa 120 m into the air after a kamikaze hit on 14 May 1945. Photographed from the USS Bataan (CVL-29). (Official U.S. Navy photo 80-G-323565 from the U.S. Navy Naval History and Heritage Command)

 

The U.S. Navy aircraft carrier USS Enterprise (CV-6) being hit by a Japanese bomb-laden kamikaze on 14 May 1945. The ship's forward elevator was blown approximately 400 feet into the air from the force of the explosion six decks below. Photographed from the USS Bataan (CVL-29). (Official U.S. Navy photo 80-G-323565 from the U.S. Navy Naval History and Heritage Command)

 

The Enterprise forward elevator explosion, but seen from the bow. Amazingly, the death toll was limited to 13 crewmen. She never lost her speed or fell out of formation. Plus, thanks to her damage control crews, all the fires and flooding were fixed within a few hours. While she was unable to launch aircraft, she was able to recover aircraft. She sailed back under her own power after this and was fully repaired. She then came back but the war was practically over by then so she became one of the ships used for Operation Magic Carpet. Operation Magic Carpet was the post–World War II operation by the U.S. War Shipping Administration (WSA) to repatriate over eight million American military personnel from the European (ETO), Pacific, and Asian theaters. Hundreds of Liberty ships, Victory ships, and troop transports began repatriating soldiers from Europe to the United States in June 1945. Beginning in October 1945, over 370 United States Navy ships were used for repatriation duties in the Pacific. Warships, such as aircraft carriers, battleships, hospital ships, and large numbers of assault transports, were used. The European phase of Operation Magic Carpet concluded in February 1946; the Pacific phase continued until September 1946. (US Navy photo)

 

The USS Enterprise after the massive explosion caused by the kamikaze hitting the forward elevator. (US Navy)

 

View off the forward deck showing the opening left by the missing forward elevator of the USS Enterprise (CV-6) after being hit by a Mitsubishi A6M Zero kamikaze on May 14, 1945. 

 

Lt. Shunsuke Tomiyasu. Tomiyasu was identified by the crew of USS Enterprise via cards found in his pockets. 

 

Lt. Shunsuke Tomiyasu's final letter to his family (translated):

Dear Father, Mother, and Sister,

I was suddenly ordered to make a sortie to a certain area, and I must depart now. Since from the beginning I gave my life for our country, I do not expect to return alive. I surely am determined to achieve excellent battle results.

Today the fate and existence of our country are at hand. We leave as defenders of our country. You may miss me when I am not here, but please live with great enthusiasm and cheerfulness. Worries will cause everyone to be discouraged.

When I entered the Navy, I naturally was prepared for death, so I think everyone also should not feel lonely. I plan to send a letter to Hideo, but please give him greetings also from our home.

Since Lieutenant Junior Grade Kondo plans to go visit you, please meet with him. I will do my very best, so please rest assured about that.

Shunsuke 

 

 Two sailors from USS Enterprise stand on a section of the forward elevator awaiting rescue from USS Waldron after being blown into the water by the same explosion that sent the elevator high into the air, 14 May 1945. (US Navy photo)

 

 The U.S. Navy aircraft carrier USS Enterprise (CV-6) preparing for dry docking and repairs at the Puget Sound Naval Shipyard, Bremerton, Washington, on 7 June 1945. The ship appears to be offloading ammunition at the stern, while crew members are boarding the ferry City of Sacramento at the bow. The forward elevator was destroyed in the kamikaze attack on 14 May 1945. Note that the forward hull number on the flight deck was painted so it was readable by planes approaching from the bow. This feature was discontinued, because it led to confusion with USS Essex (CV-9). (U.S. Navy National Museum of Naval Aviation photo No. 1996.488.272.027)