Mitsubishi A6M Zero

The Mitsubishi A5M fighter was just entering service in early 1937, when the Imperial Japanese Navy started looking for its eventual replacement. On 5 October 1937, it issued "Planning Requirements for the Prototype 12-shi Carrier-based Fighter", sending them to Nakajima and Mitsubishi. Both firms started preliminary design work while awaiting more definitive requirements a few months later. Based on the experiences of the A5M in China, the IJN sent out updated requirements in October, calling for a speed of at and a climb to in 9.5 minutes. With drop tanks, the IJN wanted an endurance of two hours at normal power, or six to eight hours at economical cruising speed. Armament was to consist of two 20 mm cannons, two 7.7 mm (.303 in) machine guns and two bombs. A complete radio set was to be mounted in all aircraft, along with a radio direction finder for long-range navigation. The maneuverability was to be at least equal to that of the A5M, while the wingspan had to be less than to allow for use on aircraft carriers. Nakajima's team considered the new requirements unachievable and pulled out of the competition in January. Mitsubishi's chief designer, Jiro Horikoshi, thought that the requirements could be met, but only if the aircraft were made as light as possible. Every possible weight-saving measure was incorporated into the design. Most of the aircraft was built of a new top-secret aluminium alloy developed by Sumitomo Metal Industries in 1936. Called "extra super duralumin", it was lighter, stronger and more ductile than other alloys used at the time but was prone to corrosive attack, which made it brittle. This detrimental effect was countered with a zinc chromate anti-corrosion coating applied after fabrication. No armour protection was provided for the pilot, engine or other critical points of the aircraft, and self-sealing fuel tanks, which were becoming common among other combatants, were not used. This made the Zero lighter, more maneuverable, and one of the longest-ranged single-engine fighters of World War II, which made it capable of searching out an enemy hundreds of kilometres away, bringing it to battle, then returning to its base or aircraft carrier. However, that tradeoff in weight and construction also made it prone to catching fire and exploding when struck by enemy fire. With its low-wing cantilever monoplane layout, retractable wide-set conventional landing gear, and enclosed cockpit, the Zero was one of the most modern carrier-based aircraft in the world at the time of its introduction. It had a fairly high-lift, low-speed wing with very low wing loading. This, together with its low weight, resulted in a very low stalling speed of well below . This was the main reason for its phenomenal maneuverability, allowing it to out-turn any Allied fighter of the time. Early models were fitted with servo tabs on the ailerons after pilots complained that control forces became too heavy at speeds above . They were discontinued on later models after it was found that the lightened control forces were allowing pilots to overstress the wings during vigorous maneuvers. Name The A6M is usually known as the "Zero" from its Japanese Navy aircraft type designation, Type 0 carrier fighter (Rei shiki Kanjō sentōki, ), taken from the last digit of the Imperial year 2600 (1940) when it entered service. In Japan, it was unofficially referred to as both Rei-sen and Zero-sen; Japanese pilots most commonly called it Zero-sen, where sen is the first syllable of sentōki, Japanese for "fighter plane". In the official designation "A6M", the "A" signified a carrier-based fighter, "6" meant that it was the sixth such model built for the Imperial Navy, and "M" indicated Mitsubishi as the manufacturer. The official Allied code name was "Zeke", in keeping with the practice of giving male names to Japanese fighters, female names to bombers, bird names to gliders, and tree names to trainers. "Zeke" was part of the first batch of "hillbilly" code names assigned by Captain Frank T. McCoy of Nashville, Tennessee, assigned to the Allied Technical Air Intelligence Unit at Eagle Farm Airport in Australia, who wanted quick, distinctive, easy-to-remember names. The Allied code for Japanese aircraft was introduced in 1942, and McCoy chose "Zeke" for the "Zero". Later, two variants of the fighter received their own code names. The Nakajima A6M2-N floatplane version of the Zero was called "Rufe", and the A6M3-32 variant was initially called "Hap". General "Hap" Arnold, commander of the United States Army Air Forces, objected to that name, so it was changed to "Hamp". ==Operational history==

during the attack on Pearl Harbor, killing the pilot. , Central Solomons, 1943 '' preparing for a mission at Rabaul over the Solomon Islands, 1943 jungle In July 1940, the first Zeros, pre-series of 15 A6M2, went into operation with the 12th Rengo Kōkūtai. On 13 September 1940, the Zeros scored their first air-to-air victories when 13 A6M2s led by Lieutenant Saburo Shindo, escorting 27 G3M "Nell" medium-heavy bombers on a raid of Chongqing, attacked 34 Soviet-built Polikarpov I-15s and I-16s of the Chinese Nationalist Air Force, claimed "all 27" of the Chinese fighters shot down without loss to themselves. Major Louie Yim-qun nursed his I-15 riddled with 48 bullet holes back to base. Lieutenant Gao Youxin claimed to have shot down one Zero, but at most 4 Zeroes sustained some damage in the 1/2 hour-long dogfight over Chongqing. By the time they were redeployed a year later, the Zeros had shot down 99 Chinese aircraft, up to 266 according to other sources. The carrier-borne Model 21 was the type encountered by the Americans. Its tremendous range of over allowed it to range farther from its carrier than expected, appearing over distant battlefronts and giving Allied commanders the impression that there were several times as many Zeros as actually existed. The Zero quickly gained a fearsome reputation. It proved a difficult opponent even for the Supermarine Spitfire. "The RAF pilots were trained in methods that were excellent against German and Italian equipment but suicide against the acrobatic Japs", as Lieutenant General Claire Lee Chennault noted. Although not as fast as the British fighter, the Zero could out-turn the Spitfire with ease, sustain a climb at a very steep angle, and stay in the air for three times as long. Allied pilots soon developed tactics to cope with the Zero. Because of its extreme agility, engaging a Zero in a traditional turning dogfight was likely to be fatal. It was better to swoop down from above in a high-speed pass, fire a quick burst, then climb quickly back up to altitude. A short burst of fire from heavy machine guns or cannon was often enough to destroy the Zero, provided that some hits rupture the fuel tanks. These tactics were regularly employed by Grumman F4F Wildcat fighters during Guadalcanal defense through high-altitude ambush, which was possible with an early warning system consisting of coastwatchers and radar. Such "boom-and-zoom" tactics were also successfully used in the China Burma India Theater by the "Flying Tigers" of the American Volunteer Group (AVG) against the Zero and similarly maneuverable Japanese Army aircraft such as the Nakajima Ki-27 "Nate" and Nakajima Ki-43 "Oscar" (the latter which was nicknamed the "Army Zero" by Allied pilots). AVG pilots were trained by their commander Claire Chennault to exploit the advantages of their P-40 Warhawks, which were very sturdy, heavily armed, generally faster in a dive, and level flight at low altitude, with a good rate of roll. Another important maneuver was Lieutenant Commander John S. "Jimmy" Thach's "Thach Weave", in which two fighters would fly about apart. If a Zero latched onto the tail of one of the fighters, the two aircraft would turn toward each other. If the Zero followed his original target through the turn, he would come into a position to be fired on by the target's wingman. This tactic was first used to good effect during the Battle of Midway and later over the Solomon Islands. Throughout the Battle of Midway, American pilots expressed a high level of dissatisfaction with the F4F Wildcat in engaging the Zero. Captain Elliott Buckmaster, commanding officer of notes: They were astounded by the Zero's superiority: In contrast, Allied fighters were designed with ruggedness and pilot protection in mind. Unexpected heavy losses of pilots at major engagements in 1942, namely the Battles of the Coral Sea, Midway, Eastern Solomons, and Santa Cruz Islands, collectively dealt the Japanese carrier air force a blow from which it never fully recovered. '' (1943), intended to help U.S. airmen quickly distinguish the Zero from friendly aircraft, with Ronald Reagan as pilot Saunders. When the Lockheed P-38 Lightning, armed with four "light barrel" AN/M2 .50 cal. Browning machine guns and one 20 mm autocannon, and the Grumman F6F Hellcat and Vought F4U Corsair, each with six AN/M2 .50 calibre Browning guns, appeared in the Pacific theater, the lighter-armed and unprotected A6M was hard-pressed to remain competitive. Furthermore, the A6M's low-powered engine and airframe meant that it could not be upgraded to keep pace with its opponents as these additions would have hampered the A6M's maneuverability. In combat with an F6F or F4U, the only positive thing that could be said of the Zero at this stage of the war was that, in the hands of a skillful pilot, it could maneuver as well as most of its opponents. During a fighter sweep on January 5 1944 as part of a protracted campaign to neutralize Rabaul's air power, Corsairs and Lightnings engaged A6M2 and A6M3 fighters near Rabaul. Two P-38s and two A6Ms were shot down. In a major air raid conducted two days later against the Japanese radar station at Cape St. George by a large force of bombers and Hellcat escorts, strong opposition was met from Rabaul-based A6M units, and three Hellcats and four SBD dive bombers were shot down, with the interception successfully protecting the radar station. In late 1943, Japanese Navy general staff at Rabaul conferred on the topic of naval fighter aircraft, and broached the topic of providing bullet protection for the Zero fighter, as the strategic outlook for Japan switched to a defensive one. The purely offensive specs of the Zero, such as its very long range, were no longer necessities. Navy staff still considered the Zero to be the best fighter in the theater, though conceded that the Corsair, with its great horizontal speed, was a match for their fighter. On 29 May 1945, 150 A6Ms intercepted an American daylight incendiary attack on Yokohama, conducted by 517 B-29s which were escorted by 101 P-51s. In the ensuing intense air battle, five B-29s were shot down and another 175 damaged, while the P-51s claimed 26 "kills" and 23 "probables" for the loss of three fighters. The 454 B-29s that reached Yokohama struck the city's main business district and destroyed of buildings; over 1000 Japanese were killed. Because of shortages of high-powered aviation engines and problems with planned successor models, namely the superior Mitsubishi A7M2 Reppū, the Zero remained in production until 1945, with over 10,000 of all variants produced. Allied analysis Chinese opinions The Japanese deployed the A6M during the Second Sino-Japanese War. Inevitably some aircraft were lost, with at least two falling more-or-less intact into Chinese hands. The first known example, an A6M2, the 12th of the 15 pre-production aircraft, serial V-110, fell near Fainan Island. In September 1940 a team, including Western volunteers assisting the Chinese, examined the wreck. It was largely intact, and a detailed report was compiled and sent to the U.S. A second, an A6M2-21, serial V-173, made a forced landing near Tietsan airfield 17 February 1941. The pilot was shot before he could destroy his plane, the fuel system fixed, and it was taken into Chinese service. The plane was extensively flown and studied by a team which included Gerhard Neumann, and a detailed and illustrated report was sent to Washington. Overall they were impressed with the quality of the aircraft, less so by the performance—although this was later put down to using 85 octane fuel rather than the 100 octane required by the Sakae engine. American opinions The American military discovered many of the A6M's unique attributes when they recovered a largely intact specimen of an A6M2, the Akutan Zero, on Akutan Island in the Aleutians. During an air raid over Dutch Harbor on 4 June 1942, one A6M fighter was hit by ground-based anti-aircraft fire. Losing oil, Flight Petty Officer Tadayoshi Koga attempted an emergency landing on Akutan Island, about northeast of Dutch Harbor, but his Zero flipped over on soft ground in a sudden crash-landing. The experts who evaluated the captured Zero found that the plane weighed about fully loaded, some less than the F4F Wildcat, which was the standard United States Navy fighter of the time. The A6M's airframe was "built like a fine watch"; the Zero was constructed with flush rivets, and even the guns were flush with the wings. The instrument panel was a "marvel of simplicity… with no superfluities to distract [the pilot]". What most impressed the experts was that the Zero's fuselage and wings were constructed in one piece, unlike the American method that built them separately and joined the two parts together. The Japanese method was much slower but resulted in a very strong structure and improved close maneuverability. The Zero could not keep up with Allied aircraft in high-speed maneuvers, and its low "never exceed speed" (VNE) made it vulnerable in a dive. Testing also revealed that the Zero could not roll as quickly to the right as it could to the left, which could be exploited. While stable on the ground despite its low weight, the aircraft was designed purely for the attack role, emphasizing long range, maneuverability, and firepower at the expense of protection of its pilot. Most lacked self-sealing tanks and armor plating. British opinions Captain Eric Brown, the chief naval test pilot of the Royal Navy, recalled being impressed by the Zero during tests of captured aircraft. "I don't think I have ever flown a fighter that could match the rate of turn of the Zero. The Zero had ruled the roost totally and was the finest fighter in the world until mid-1943." ==Operators==

; • • Imperial Japanese Navy Air Service ==Variants==

A6M1, Type 0 Prototypes In March 1939, the first two A6M1 prototypes were completed, powered by the Mitsubishi Zuisei 13 engine with a two-blade propeller. It first flew on 1 April, and passed testing within a remarkably short period. By September, it had already been accepted for Navy testing as the A6M1 Type 0 Carrier Fighter, with the only notable change being a switch to a three-bladed propeller to cure a vibration problem. A6M2a Type 0 Model 11 While the Navy was testing the first two prototypes, they suggested that the third be fitted with the Nakajima Sakae 12 engine instead. Mitsubishi had its own engine of this class in the form of the Kinsei, so they were somewhat reluctant to use the Sakae. Nevertheless, when the first A6M2 was completed in January 1940, the Sakae's extra power pushed the performance of the Zero well past the original specifications. The new version was so promising that the Navy had 15 built and shipped to China before they had completed testing. They arrived in Manchuria in July 1940, and first saw combat over Chongqing in August. There they proved to be completely untouchable by the Polikarpov I-16s and I-153s that had been such a problem for the A5Ms when in service. In one encounter, 13 Zeros shot down 27 I-15s and I-16s in under three minutes without loss. After hearing of these reports, the Navy immediately ordered the A6M2 into production as the Type 0 Carrier Fighter, Model 11. Reports of the Zero's performance slowly filtered back to the US. They were met with scepticism by most US military officials, who thought it impossible for the Japanese to build such an aircraft. A6M2b Type 0 Model 21 '' prior to attack on Pearl Harbor, 7 December 1941 After the delivery of the 65th aircraft, a further change was worked into the production lines, which introduced folding wingtips to allow them to fit on aircraft carriers. A6M3 Type 0 Model 32 In 1941, Nakajima introduced the Sakae 21 engine, which used a two-speed supercharger for better altitude performance, and increased power to . A prototype Zero with the new engine was first flown on 15 July 1941. The new Sakae was slightly heavier and somewhat longer due to the larger supercharger, which moved the center of gravity too far forward on the existing airframe. To correct for this, the engine mountings were cut back by to move the engine toward the cockpit. This had the side effect of reducing the size of the main fuselage fuel tank (located between the engine and the cockpit) from to . The cowling was redesigned to enlarge the cowl flaps, revise the oil cooler air intake, and move the carburetor air intake to the upper half of the cowling. The wings were redesigned to reduce span, eliminate the folding tips, and square off the wingtips. The inboard edge of the aileron was moved outboard by one rib, and the wing fuel tanks were enlarged accordingly to . The two 20 mm wing cannon were upgraded from the Type 99 Mark 1 to the Mark 2, Consequently, the Model 32 was unsuited to that campaign and was used mainly for shorter range offensive missions and interception. This variant was flown by only a small number of units, and only 343 were built. One example survives today, and is on display at the Tachiarai Peace Memorial Museum in Tachiarai, Fukuoka. A6M3 Type 0 Model 22 In order to correct the deficiencies of the Model 32, a new version with folding wingtips and redesigned wing was introduced. The fuel tanks were moved to the outer wings, fuel lines for a drop tank were installed under each wing and the internal fuel capacity was increased to . More importantly, it regained its capabilities for long operating ranges, similar to the previous A6M2 Model 21, which was vastly shortened by the Model 32. Before the new design type was accepted formally by the Navy, the A6M3 Model 22 already stood ready for service in December 1942. Approximately 560 aircraft of the new type had been produced in the meantime by Mitsubishi Jukogyo K.K. According to a theory, the very late production Model 22 might have had wings similar to the shortened, rounded-tip wing of the Model 52. One plane of such arrangement was photographed at Lakunai Airfield ("Rabaul East") in the second half of 1943, and has been published widely in a number of Japanese books. While the engine cowling is the same as on the previous Models 32 and 22, the theory proposes that the plane is an early-production Model 52. The Model 32, 22, 22 Kō, 52, 52 Kō and 52 Otsu were all powered by the Nakajima Sakae Mod. 21 engine. Mitsubishi's involvement in the project was probably quite limited or nonexistent; the unmodified Sakae engine was made by Nakajima. At least one photo of a prototype plane exists. It shows a turbo unit mounted in the forward left fuselage. Lack of suitable alloys for use in the manufacture of a turbo-supercharger and its related ducting caused numerous ruptures, resulting in fires and poor performance. Consequently, further development of a turbo-supercharged A6M was cancelled. The lack of acceptance by the Navy suggests that it did not bestow model numbers 41 or 42 formally, although it appears that the arsenal did use the designation "A6M4". Despite these failures, the prototype engines nevertheless provided useful experience for future engine designs. A6M5 Type 0 Model 52 , captured by US forces. Sometimes considered to be the most effective variant, the Model 52 was developed to again shorten the wings to increase speed and dispense with the folding wing mechanism. In addition, ailerons, aileron trim tab and flaps were revised. Produced first by Mitsubishi, most Model 52s were made by Nakajima. In June 1943, the prototype was made by modifying an A6M3 and was first flown in August 1943. The first Model 52 is said in the handling manual to have production number 3904, which apparently refers to the prototype. Research by Mr. Bunzo Komine published by Mr. Kenji Miyazaki states that the aircraft 3904 to 4103 had the same exhaust system and cowl flaps as on the Model 22. This is partially corroborated by two wrecks researched by Mr. Stan Gajda and Mr. L. G. Halls, with production numbers 4007 and 4043, respectively. The upper cowling was slightly redesigned from that of the Model 22. From number 4354, the radio became the Model 3, aerial Mark 1, at which point the antenna mast was shortened slightly. To production number 4550, the lowest exhaust stacks were approximately the same length as those immediately above them. This caused hot exhaust to burn the forward edge of the landing gear doors and heat the tires. Therefore, from number 4551 Mitsubishi began to install shorter bottom stacks. Nakajima manufactured the Model 52 at its Koizumi plant in Gunma Prefecture. The A6M5 had a maximum speed of at , reaching that altitude in 7 minutes and 1 second. Subsequent variants included: • A6M5a, Model (Kō, 52a) – Starting at Mitsubishi number 4651, an armament change substituted the belt-fed Type 99-2 Mark 4 cannon, with 125 rounds per gun, in place of the drum-fed Type 99-2 Mark 3 cannon that carried 100 rounds per gun. Hence, the bulge in the underside of the wing for each cannon's ammunition drum was deleted and the ejection port for spent cartridge cases was moved. Thicker wing skinning was installed to permit higher diving speeds. • A6M5b, Model (Otsu, 52b) – Armament change: The 7.7 mm (.303 in) Type 97 gun ( muzzle velocity and range) in the right forward fuselage was replaced by a 13.2 mm Type 3 Browning-derived gun ( muzzle velocity and range, with a rate of fire of 800 rounds per minute) with 240 rounds. The larger weapon required an enlarged opening, creating a distinctive asymmetric appearance to the top of the cowling, and a revised gas outlet near the windscreen. Each wing cannon received a fairing at the wing leading edge. A plate of armored glass thick was fitted to the windscreen. A larger propeller spinner was fitted, suggesting a change to the propeller. The type of ventral drop tank was changed, it now had fins and was suspended on a slanted pipe. The first of this variant was completed in April 1944 and it was produced until October 1944. • A6M5c, Model (Hei, 52c) – Armament change: One 13.2 mm (.51 in) Type 3 machine gun was added in each wing outboard of the cannon, and the 7.7 mm gun on the left side of the cowl was deleted. Four racks for rockets or small bombs were installed outboard of the 13 mm gun in each wing. Engine change: Some sources state that the hei had a Sakae 31 engine A thick piece of armored glass was installed at the headrest and an thick plate of armor was installed behind the seat. The mounting of the central drop tank changed to a four-post design. Wing skin was thickened further. The first of this variant was completed in September 1944. • A6M5-S (A6M5 Yakan Sentōki) – Armament change: To intercept B-29s and other night-flying aircraft, an air arsenal converted some Model 52s to night fighters. They were armed with one 20 mm Type 99 cannon behind the pilot, aimed upward, similar in intent to the Luftwaffe's Schräge Musik installation. A lack of radar prevented them from being very effective. Some Model 21 and 52 aircraft were converted to "bakusen" (fighter-bombers) by mounting a bomb rack and bomb in place of the centerline drop tank. Up to seven Model 52 planes were ostensibly converted into A6M5-K two-seat trainers. A6M6 Type 0 Model 53 The A6M6 was developed to use the Sakae 31a engine, featuring water-methanol engine boost and self-sealing wing tanks. During preliminary testing, its performance was considered unsatisfactory due to the additional engine power failing to materialize and the unreliability of the fuel injection system. Testing continued on the A6M6 but the end of war stopped further development. Only one prototype was produced. A6M7 Type 0 Model 62/63 The A6M7 was the last variant to see service. It was designed to meet a requirement by the Navy for a dedicated attack/dive bomber version that could operate from smaller aircraft carriers The A6M7 had considerable design changes compared to previous attempts to make the A6M suitable for dive bombing. This included a reinforced vertical stabilizer, a special bomb rack, provision of two drop tanks and fixed bomb/rocket swing stoppers on the underside of the wings. A6M8 Type 0 Model 64 Similar to the A6M6 but with the Sakae, now out of production, replaced by the Mitsubishi Kinsei 62 engine with , 60% more powerful than the A6M2's engine. The Model 64 was modified to carry two drop tanks on either wing in order to permit the mounting of a bomb on the underside of the fuselage. Two prototypes were completed in April 1945 but the chaotic situation of Japanese industry and the end of the war obstructed the start of the ambitious program of production for 6,300 A6M8s, only the two prototypes being completed and flown. ==Production==

Not included: • A second A6M1 was completed on 17 March 1939, but was written off without explanation after completing the company's flight test program in July 1940. Trainer Total production • According to USSBS Report: 10,934 • includes: 10,094 A6M, 323 A6M2-N and 517 A6M-K builds. • According to Francillon: 11,291 • includes: 10,449 A6M, 327 A6M2-N, 508 A6M2-K and 7 A6M5-K builds. ==Surviving aircraft==

, Hawaii, United States. This aircraft was made airworthy in the early 1980s before being grounded in 2002. , United States in Tokyo, Japan , Japan , painted to represent a section leader's aircraft from the Japanese aircraft carrier Zuihō during the Battle of the Bismarck Sea.|alt=A propeller aircraft on display in a museum. The wing tips are folded up. (N553TT) Like many surviving World War II Japanese aircraft, most surviving Zeros are made up of parts from multiple airframes. As a result, some are referred to by conflicting manufacturer serial numbers. Other planes, such as those recovered after decades in a wrecked condition, have been reconstructed to the extent that the majority of their structure is made up of modern parts. All of this means the identities of surviving aircraft can be difficult to confirm. Most flying Zeros have had their engines replaced with similar American units. Only one, the Planes of Fame Air Museum's A6M5, has the original Sakae engine. The rarity of flyable Zeros accounts for the use of single-seat North American T-6 Texans, with heavily modified fuselages and painted in Japanese markings, as substitutes for Zeros in the films Tora! Tora! Tora!, The Final Countdown, and many other television and film depictions of the aircraft, such as Baa Baa Black Sheep (renamed Black Sheep Squadron). One Model 52 was used during the production of Pearl Harbor. Australia • 840 – on display at the Australian Aviation Heritage Centre in Winnellie, Northern Territory. Wreckage of the forward fuselage, inboard wings, engine, and propeller. • 5784 – on display at the Australian War Memorial in Canberra, Australian Capital Territory. A restored A6M2-21 "V-173" was retrieved as a wreck after the war and later found to have been flown by Saburō Sakai at Lae. China • Unknown serial number – on display at the Beijing Military Museum Germany • Replica – on display at the Technik Museum Speyer in Speyer, Rhineland-Palatinate. Replica of the fuselage section on display at IWM London. Indonesia , Indonesia • 30-1153 – on display at the Dirgantara Mandala Museum in Yogyakarta. • 4168/4240/4241 – on display at the Yūshūkan in Chiyoda, Tokyo. • 4685 – on display at Hamamatsu Air Base in Hamamatsu, Shizuoka. • 4708 – on display at the Mitsubishi Heavy Industries Museum in Komaki, Aichi. • 31870 – a two-seater on display at the National Museum of Nature and Science in Taito, Tokyo. • 62343 – on display at the Chiran Peace Museum for Kamikaze Pilots in Chiran, Kagoshima. • 82729 – on display at the Yamato Museum in Kure, Hiroshima. • 91518 – on display at the Kawaguchiko Motor Museum. • 92717 – on display at the Kawaguchiko Motor Museum. • Replica – on display at MCAS Iwakuni in Iwakuni, Yamaguchi. • Replica – used as movie prop for 2013 film The Eternal Zero. On display at Usa City Peace Museum, Usa, Ōita Prefecture. New Zealand • 3835/3844 – on display at the Auckland War Memorial Museum in Auckland. It was taken to New Zealand from Bougainville in October 1945 on board the ferry Wahine which was being used to repatriate troops. The Zero had been caught on the ground on Bougainville, damaged in the bombing during the Bougainville campaign in November 1943. The plane had been hidden by the Japanese who had restored it with the goal of flying it off the island. The plane was retrieved by RNZAF intelligence officers in September 1945 at the Japanese airfield at Buin in southern Bougainville. United Kingdom • 196 – on display at the Imperial War Museum London in London, Greater London. Forward fuselage displayed. • 3685 – A6M3 Model 22 on display at the Imperial War Museum Duxford in Duxford, Cambridgeshire. 3685 was salvaged from Taroa Island in 1991 and acquired by the museum in 2000, before being put on display in 2010. Fuselage displayed in unrestored condition. United States • 1303 – in storage at the Flying Heritage Collection in Everett, Washington. • • 3618 – in storage at Fantasy of Flight in Polk City, Florida. • 4043 – in storage at Fantasy of Flight. Along with several other Zeros, this aircraft was recovered by the Australian War Memorial Museum in the early 1970s from Rabaul in the South Pacific. The markings suggest that it was in service after June 1943 and further investigation suggests that it has cockpit features associated with the Nakajima-built Model 52b. If this is correct, it is most likely one of the 123 aircraft lost by the Japanese during the assault of Rabaul. The aircraft was shipped in pieces to the attraction and was eventually made up for display as a crashed aircraft. Much of the aircraft is usable for patterns, and some of its parts can be restored to one day make this a basis for a flyable aircraft. • 4340 – on display at the National Air and Space Museum in Washington, D.C. • 4400 – in storage at the Flying Heritage Collection in Everett, Washington. • 5356/5451 – on display at the Pearl Harbor Aviation Museum in Honolulu, Hawaii. This aircraft was formerly flown by the Commemorative Air Force after being restored by Robert Diemert. • 5357 – owned by the Planes of Fame Air Museum in Chino, California. This aircraft, 61-120, is the only airworthy example powered with an original Sakae radial engine. • 5450 – on display at the National Naval Aviation Museum at Naval Air Station Pensacola in Pensacola, Florida. • 23186 – on display at the San Diego Air & Space Museum in San Diego, California. This aircraft is on loan from the National Air and Space Museum. The museum previously had another Zero in its collection, msn 4323, but it was destroyed in a fire on 22 February 1978. • 51553 – on display at the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio. It was restored by Century Aviation. • Replica – owned by Warren Pietsch at the Texas Flying Legends Museum in Houston, Texas. This aircraft, known as the "Blayd" Zero, is a reconstruction based on templating original Zero components recovered from the South Pacific. To be considered a "restoration" and not a reproduction, the builders used a small fraction of parts from the original Zero landing gear in the reconstruction. It was built as an A6M2 Model 21. This aircraft was damaged in a ground accident on 15 March 2016, when a Goodyear FG-1D Corsair taxiing behind it overran the tail of the Zero, with the Corsair's propeller shredding roughly the last third of the Zero's fuselage and its control surfaces. • Replica (3869) – operated by the Southern California Wing of the Commemorative Air Force in Camarillo, California. This aircraft is an A6M3 that was recovered from Babo Airfield, Indonesia, in 1991. It was partially restored from several A6M3s in Russia, then brought to the United States for restoration. The aircraft was re-registered in 1998 and displayed at the Museum of Flying in Santa Monica, California. It uses a Pratt & Whitney R-1830-75 engine. • Replica (3852) – owned by the Flying Heritage Collection in Everett, Washington. This aircraft was recovered from Babo Airfield and restored – first in Russia, then in California, and finally in Washington state – before being delivered to the Flying Heritage Collection. It has a P&W engine installed. • Replica (3858) – on display at Fagen Fighters WWII Museum in Granite Falls, Minnesota. Formerly owned by Masahide Ishizuka in Kanoya, Kagoshima. Pratt & Whitney R-1830 engine. • Replica – under airworthy rebuild by Legend Flyers in Everett, Washington for the Military Aviation Museum. This aircraft uses a small amount of parts from 3148. ==Specifications (A6M2 (Type 0 Model 21))==