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The Staff of SOH
Soon, Very, Very Soon
- Thread starter rbp71854
- Start date
Led Zeppelin
Charter Member
At Pearl, there was not enough guns for all aircrafts so priority was given to the newer P-40's, this why P-36's were only fitted with one or two guns but not more.
Capt. Winters
Charter Member
Hi Gecko,
Yes mate, they have Mowhawk I's and IV's in the works. Steve Seybolt and John Whelan have done some amazing work over the last 12 months. there are quite a few new models to CFS3 included with this release.
regards Rob.
Led Zeppelin
Charter Member
HouseHobbit
Charter Member
Forgive me for saying so but.
This passed great awhile ago..
The work of these Masters is beyond Belief..
BRAVO..
:salute: :salute: :salute:
lewis11777
Charter Member
Hey Grizz is that Jon Pratt's P-36 or is that a different version?
I was wondering the same thing.
rbp71854
PTO Solomons ,PTO Rising Sun, ETO Expansion
Jon - Lewis
Grizz is heavy into final testing stage so I will answer the question. The p-36 is Jon's initial work with some tweaking by the following folks. Thank you Jon for the great model and allowing the team to include in the RS release.
Bob
Jon (Dancat) Pratt: Brewster Buffalo VC parts, P-38F, and P-36 external and VC.
John (Bravo/4) Whelan: a great many of the skins supplied, with exceptional detail. There is a huge volume of work from this man specifically for this update.
Rob (Capt. Winters) Stevenson: aircraft textures, bomb sight textures for allied bombers, weapons textures, load out enhancements, new weapons and pylons, and aircraft standalones.
Steve (sdsbolt) Seybolt: aircraft models, cockpit models, P-39, P-47, PBY Catalinas, P-36A, Brewster Buffalo & variants, Ki27s, P-43A, B-24, Mohawks, P-36 finishing work.
FireStorm II
SOH-CM-2025
Pearl Harbour
Capt. Winters
Charter Member
Hi Guys,
a few more aircraft shots. we have been extremely lucky to have some of the best modellers, texture artists, effects writers etc help out with aircraft for the the Rising Sun project. The following is a very small selection of the aircraft included with RS.
all have new FM were available, revised weapons and effects and Hi Res textures.
the details listed below for each plane are the same details that you will see in game when browsing the aircraft directory.
regards Rob.
RAAF stuff
Sunderland MkIII
=====================================
Unit: 40 Squadron, RAAF
Serial: A26-6
Townsville,
Australia.
1944-45.
The Sunderland was a maritime patrol aircraft developed from Short's Empire flying boat, built as a passenger airliner in the 1930s. The prototype first flew in October 1937, and the first production model entered service with the Royal Air Force (RAF) in June 1938. In May 1939, it was decided to equip two Royal Australian Air Force (RAAF) squadrons with Sunderlands. Personnel from the first of these 10 Squadron were in the United Kingdom, preparing to take delivery of their aircraft when the Second World War broke out. A second Sunderland squadron 461 was formed in Britain in 1941.
During the war the Sunderland was employed by the air forces of Australia, Britain, and Canada. It was used principally to escort merchant convoys and hunt enemy submarines in the Atlantic Ocean, and destroyed over 60 U-boats. Belying its somewhat unwieldy appearance, the Sunderland was heavily armed and able to give good account of itself when attacked, which led to German aircrew nicknaming it 'the flying porcupine'. Many improvements were made to the Sunderland during its career, including the fitting of air to surface radar, increased armament, and more powerful engines. Several of these modifications resulted from trials carried out by the RAAF Sunderland squadrons.
Sunderlands also served in the Mediterranean, South-East Asian, and Pacific theatres, for maritime patrols and long-range transport aircraft. It was in this capacity that 40 Squadron RAAF operated Sunderlands around northern Australia and New Guinea in 1944 and 1945.
CA-5 Wirraway
=====================================
Unit: No. 4th Army Cooperation Squadron RAAF.
Serial: 'D' A20-103
Pilot: Pilot Officer J.S. Archer
Gona,
New Guinea.
December 1942.
The Wirraway served as one of the RAAF's main trainer types from 1939. The type made its last operational flight in 1959 after being gradually replaced by the new Winjeel trainer. Beside serving as a trainer aircraft they were also operated in combat roles, including as an emergency fighter. At the outbreak of the Pacific War in December 1941 Wirraways equipped seven RAAF squadrons: Nos 4, 5, 12, 22, 23, 24 and 25.
A group of five Wirraways based at Kluang in Malaya for training purposes was pressed into combat against Japanese ground invasion forces, these were generally flown by New Zealanders with Australian observers, and had some successes.
On 6 January 1942, Wirraways of No. 24 Squadron attempted to intercept Japanese seaplanes flying over New Britain, only one managed to engage an enemy aircraft, marking the first air-to-air combat between RAAF and Japanese forces. Two weeks later, eight 24 Squadron Wirraways defended the city of Rabaul from over 100 Japanese attacking bombers and fighters, resulting in the destruction or severe damage of all but two of the Australian aircraft.
On 12 December that year, Pilot Officer J. S. Archer and crew SGT J. L. Coulston shot down a Ki-43 Oscar piloted by W/O Tadashi Yo****ake from the 11th Sentai over Gona, after he spotted it 1000 feet below him and dived on it, opening fire and sending the Oscar hurtling into the sea. This was the only occasion that a Wirraway shot down another aircraft.
Fighter versions of the Wirraway operated over Darwin, in Malaya, New Britain and New Guinea until mid 1943, used in ground attack and other Army co-operation tasks until other RAAF aircraft such as the Boomerang and American Curtiss P-40s were delivered to replace them.
Many front-line squadrons of the RAAF had at least one Wirraway attached to serve as a squadron 'hack', a term used to describe aircraft employed on errands such as visits to headquarters or other bases. At least one aircraft (formerly A20-527) flew as part of Headquarters Flight 5th Air Force in full United States Army Air Forces markings.
Spitfire MkVC
=====================================
Unit: 452 squadron, RAAF.
Pilot: Wg. Cdr. Clive R. Caldwell.
Serial: BS234 CR-C
Darwin, N.T.
Australia,
March 1943.
Clive R. Caldwell was born in Sydney on 28 July 1911. In 1940 he joined the Empire Air Training Scheme, and was awarded his pilot's wings in January 1941. His final score was 28.5 enemy aircraft destroyed 14 probables and 13 damaged. Clive -Killer- Caldwell was the highest scoring Australian of WWII and the top scoring P-40 ace of all time.
During 1942, Australia came under increasing pressure from Japanese forces, and Caldwell was recalled from service in north Africa by the RAAF, to serve as the wing leader of No. 1 (Fighter) Wing, comprising No. 54 Squadron RAF, No. 452 Squadron RAAF and No. 457 Squadron RAAF. The wing was equipped with the Supermarine Spitfire and in early 1943 was posted to Darwin, to defend it against Japanese air raids.
Caldwell claimed two kills in his first interception sortie over Darwin, a Mitsubishi A6M Zero (also known by the Allied codename Zeke) fighter and a Nakajima B5N Kate light bomber. The Spitfire pilots found Japanese fighter pilots reluctant to engage Allied fighters over Australia, due to the distance from their bases in the Dutch East Indies. The wing initially suffered high losses, due to the inexperience of many of its pilots, and teething mechanical problems with their newly-tropicalised Mark VC Spitfires. This was viewed with concern by high commanders, to such extent that the Allied air commander in the South West Pacific, Major General George Kenney, considered sending the wing to the New Guinea campaign, and returning U.S. Fifth Air Force fighter units to Darwin.
Caldwell scored what was to be his last aerial victory, a Mitsubishi Ki-46 Dinah of the 202nd Sentai , over the Arafura Sea on 17 August 1943. He claimed a total of 6.5 Japanese aircraft shot down.
Later in 1943, Caldwell was posted to Mildura, to command No. 2 Operational Training Unit (2OTU). He was awarded the Distinguished Service Order (DSO) in November 1943. By 1944, with the Japanese forces retreating north, Caldwell was again posted to Darwin, this time commanding No. 80 (Fighter) Wing, equipped with the Spitfire Mark VIII.
In April 1945, while serving at Morotai in the Dutch East Indies with the Australian First Tactical Air Force, as Officer Commanding No. 80 Wing, Caldwell played a leading part in the Morotai Mutiny, in which several senior flyers resigned in protest at what they saw as the relegation of RAAF fighter squadrons to dangerous and strategically worthless ground attack missions. An investigation resulted in three senior officers being relieved of their commands, with Caldwell and the other mutineers cleared.
Prior to the mutiny, Caldwell had been charged over his involvement in an alcohol racket on Morotai, where liquor was flown in by RAAF aircraft and then sold to the sizable U.S. forces contingent in the locality. He was court martialled in January 1946 and reduced to the rank of Flight Lieutenant. Caldwell left the service in February.
Republic P-43D Lancer
===================================
Unit: 1 Photo Reconnaissance, RAAF
Serial: A56-5
based at Coomlie, Northern Territory.
Australia.
December, 1942.
The Republic P-43 Lancer was a single-engine, all-metal, low-wing monoplane fighter aircraft built by Republic, first delivered to the United States Army Air Corps in 1940. A proposed development was the P-44 Rocket. While no world-beater as a fighter, the P-43A had a very good high-altitude performance coupled with an effective oxygen system. Fast and well-armed with excellent long-range capabilities, until the arrival of the P-38, the Lancer was the only Allied fighter capable of catching a Japanese Mitsubishi Ki-46 Dinah recon bird at the speeds and heights at which they flew. In addition, the P-43 flew many long-range, high-altitude photo recon missions until replaced by F-4 F-5 Lightnings in both the USAAF and RAAF.
The Lend-Lease aircraft were delivered to China through Claire Chennault's American Volunteer Group, the Flying Tigers. Pilots involved in the ferrying flights commended the P-43 for its good high-altitude performance compared to the Curtiss P-40, good roll rate and a radial engine without a vulnerable liquid cooling system. Apparently, several AVG pilots asked Chennault to keep some P-43s, but the request was denied due to the aircraft's lack of armor or self sealing fuel tanks.
In addition, the turbo-supercharger proved unreliable and the wet wing fuel tanks leaked constantly. In June 1942, Robert L. Scott Jr an AVG pilot photographed the peaks of Mt. Everest from 44,000 ft, attesting to the stengths of this aircraft. The P-43 performed poorly in combat in the hands of the Chinese Air Force against Japan due to its great vulnerability, it was replaced by other aircraft in early 1944. Rudimentary protection added on the P43A-1 was insufficient. In addition, the P-43's R-1830 engines were in high demand for the Douglas C-47 transport, effectively grounding the surviving aircraft.
The USAAC considered the P-43 and its variants obsolete from the start and used them only for training purposes. In fall 1942, all surviving USAAC P-43s were redesignated RP-43 indicating they were unfit for combat. Most of the aircraft that were not sent to China were modified for photo reconnaissance duties and used for training. Eight P-43s (four P-43a-1s and four P-43Ds) were loaned to the Royal Australian Air Force in 1942 and served with No. 1 Photo Reconnaissance Unit, based at Coomlie, Northern Territory. The RAAF flew many long range, high altitude photo reconnaissance missions before the six survivors were returned to the USAAC in 1943.
Catalina MkIII 20 Sqn, RAAF 1942
=====================================
Unit: 20 Squadron RAAF.
Serial: A24-10 (c/n.270)
New Guinea
August 1942.
The Royal Australian Air Force (RAAF) operated Catalinas as night raiders, with four squadrons Nos. 11, 20, 42, and 43 mounting mine-laying operations from 23 April 1943 until July 1945 in the southwest Pacific deep into Japanese-held waters, that bottled up ports and shipping routes and kept ships in the deeper waters to become targets for US submarines; they tied up the major strategic ports such as Balikpapan that shipped 80 percent of Japanese oil supplies.
In late 1944, their precision mining sometimes exceeded 20 hours in duration from as low as 200 feet in the hours of darkness. One included the bottling up the Japanese fleet in Manila Bay planned to assist General MacArthur's landing at Mindoro in the Philippines.
They also operated out of Jinamoc in Leyte Gulf, and mined ports on the Chinese coast from Hong Kong as far north as Wenchow. They were the only non-American heavy bombers squadrons operating north of Morotai in 1945.
The RAAF Catalinas regularly mounted nuisance night bombing raids on Japanese bases, they earned the motto of 'The First and the Furthest' as a testimony to their design and endurance. These raids included the major base at Rabaul. RAAF aircrews, like their US Navy counterparts, developed 'terror bombs', ranging from mere machine gunned scrap metal and rocks to empty beer bottles with razor blades inserted into the necks, to produce high pitched screams as they fell, keeping Japanese soldiers awake and scrambling for cover.
a few more aircraft shots. we have been extremely lucky to have some of the best modellers, texture artists, effects writers etc help out with aircraft for the the Rising Sun project. The following is a very small selection of the aircraft included with RS.
all have new FM were available, revised weapons and effects and Hi Res textures.
the details listed below for each plane are the same details that you will see in game when browsing the aircraft directory.
regards Rob.
RAAF stuff
Sunderland MkIII
=====================================
Unit: 40 Squadron, RAAF
Serial: A26-6
Townsville,
Australia.
1944-45.
The Sunderland was a maritime patrol aircraft developed from Short's Empire flying boat, built as a passenger airliner in the 1930s. The prototype first flew in October 1937, and the first production model entered service with the Royal Air Force (RAF) in June 1938. In May 1939, it was decided to equip two Royal Australian Air Force (RAAF) squadrons with Sunderlands. Personnel from the first of these 10 Squadron were in the United Kingdom, preparing to take delivery of their aircraft when the Second World War broke out. A second Sunderland squadron 461 was formed in Britain in 1941.
During the war the Sunderland was employed by the air forces of Australia, Britain, and Canada. It was used principally to escort merchant convoys and hunt enemy submarines in the Atlantic Ocean, and destroyed over 60 U-boats. Belying its somewhat unwieldy appearance, the Sunderland was heavily armed and able to give good account of itself when attacked, which led to German aircrew nicknaming it 'the flying porcupine'. Many improvements were made to the Sunderland during its career, including the fitting of air to surface radar, increased armament, and more powerful engines. Several of these modifications resulted from trials carried out by the RAAF Sunderland squadrons.
Sunderlands also served in the Mediterranean, South-East Asian, and Pacific theatres, for maritime patrols and long-range transport aircraft. It was in this capacity that 40 Squadron RAAF operated Sunderlands around northern Australia and New Guinea in 1944 and 1945.
CA-5 Wirraway
=====================================
Unit: No. 4th Army Cooperation Squadron RAAF.
Serial: 'D' A20-103
Pilot: Pilot Officer J.S. Archer
Gona,
New Guinea.
December 1942.
The Wirraway served as one of the RAAF's main trainer types from 1939. The type made its last operational flight in 1959 after being gradually replaced by the new Winjeel trainer. Beside serving as a trainer aircraft they were also operated in combat roles, including as an emergency fighter. At the outbreak of the Pacific War in December 1941 Wirraways equipped seven RAAF squadrons: Nos 4, 5, 12, 22, 23, 24 and 25.
A group of five Wirraways based at Kluang in Malaya for training purposes was pressed into combat against Japanese ground invasion forces, these were generally flown by New Zealanders with Australian observers, and had some successes.
On 6 January 1942, Wirraways of No. 24 Squadron attempted to intercept Japanese seaplanes flying over New Britain, only one managed to engage an enemy aircraft, marking the first air-to-air combat between RAAF and Japanese forces. Two weeks later, eight 24 Squadron Wirraways defended the city of Rabaul from over 100 Japanese attacking bombers and fighters, resulting in the destruction or severe damage of all but two of the Australian aircraft.
On 12 December that year, Pilot Officer J. S. Archer and crew SGT J. L. Coulston shot down a Ki-43 Oscar piloted by W/O Tadashi Yo****ake from the 11th Sentai over Gona, after he spotted it 1000 feet below him and dived on it, opening fire and sending the Oscar hurtling into the sea. This was the only occasion that a Wirraway shot down another aircraft.
Fighter versions of the Wirraway operated over Darwin, in Malaya, New Britain and New Guinea until mid 1943, used in ground attack and other Army co-operation tasks until other RAAF aircraft such as the Boomerang and American Curtiss P-40s were delivered to replace them.
Many front-line squadrons of the RAAF had at least one Wirraway attached to serve as a squadron 'hack', a term used to describe aircraft employed on errands such as visits to headquarters or other bases. At least one aircraft (formerly A20-527) flew as part of Headquarters Flight 5th Air Force in full United States Army Air Forces markings.
Spitfire MkVC
=====================================
Unit: 452 squadron, RAAF.
Pilot: Wg. Cdr. Clive R. Caldwell.
Serial: BS234 CR-C
Darwin, N.T.
Australia,
March 1943.
Clive R. Caldwell was born in Sydney on 28 July 1911. In 1940 he joined the Empire Air Training Scheme, and was awarded his pilot's wings in January 1941. His final score was 28.5 enemy aircraft destroyed 14 probables and 13 damaged. Clive -Killer- Caldwell was the highest scoring Australian of WWII and the top scoring P-40 ace of all time.
During 1942, Australia came under increasing pressure from Japanese forces, and Caldwell was recalled from service in north Africa by the RAAF, to serve as the wing leader of No. 1 (Fighter) Wing, comprising No. 54 Squadron RAF, No. 452 Squadron RAAF and No. 457 Squadron RAAF. The wing was equipped with the Supermarine Spitfire and in early 1943 was posted to Darwin, to defend it against Japanese air raids.
Caldwell claimed two kills in his first interception sortie over Darwin, a Mitsubishi A6M Zero (also known by the Allied codename Zeke) fighter and a Nakajima B5N Kate light bomber. The Spitfire pilots found Japanese fighter pilots reluctant to engage Allied fighters over Australia, due to the distance from their bases in the Dutch East Indies. The wing initially suffered high losses, due to the inexperience of many of its pilots, and teething mechanical problems with their newly-tropicalised Mark VC Spitfires. This was viewed with concern by high commanders, to such extent that the Allied air commander in the South West Pacific, Major General George Kenney, considered sending the wing to the New Guinea campaign, and returning U.S. Fifth Air Force fighter units to Darwin.
Caldwell scored what was to be his last aerial victory, a Mitsubishi Ki-46 Dinah of the 202nd Sentai , over the Arafura Sea on 17 August 1943. He claimed a total of 6.5 Japanese aircraft shot down.
Later in 1943, Caldwell was posted to Mildura, to command No. 2 Operational Training Unit (2OTU). He was awarded the Distinguished Service Order (DSO) in November 1943. By 1944, with the Japanese forces retreating north, Caldwell was again posted to Darwin, this time commanding No. 80 (Fighter) Wing, equipped with the Spitfire Mark VIII.
In April 1945, while serving at Morotai in the Dutch East Indies with the Australian First Tactical Air Force, as Officer Commanding No. 80 Wing, Caldwell played a leading part in the Morotai Mutiny, in which several senior flyers resigned in protest at what they saw as the relegation of RAAF fighter squadrons to dangerous and strategically worthless ground attack missions. An investigation resulted in three senior officers being relieved of their commands, with Caldwell and the other mutineers cleared.
Prior to the mutiny, Caldwell had been charged over his involvement in an alcohol racket on Morotai, where liquor was flown in by RAAF aircraft and then sold to the sizable U.S. forces contingent in the locality. He was court martialled in January 1946 and reduced to the rank of Flight Lieutenant. Caldwell left the service in February.
Republic P-43D Lancer
===================================
Unit: 1 Photo Reconnaissance, RAAF
Serial: A56-5
based at Coomlie, Northern Territory.
Australia.
December, 1942.
The Republic P-43 Lancer was a single-engine, all-metal, low-wing monoplane fighter aircraft built by Republic, first delivered to the United States Army Air Corps in 1940. A proposed development was the P-44 Rocket. While no world-beater as a fighter, the P-43A had a very good high-altitude performance coupled with an effective oxygen system. Fast and well-armed with excellent long-range capabilities, until the arrival of the P-38, the Lancer was the only Allied fighter capable of catching a Japanese Mitsubishi Ki-46 Dinah recon bird at the speeds and heights at which they flew. In addition, the P-43 flew many long-range, high-altitude photo recon missions until replaced by F-4 F-5 Lightnings in both the USAAF and RAAF.
The Lend-Lease aircraft were delivered to China through Claire Chennault's American Volunteer Group, the Flying Tigers. Pilots involved in the ferrying flights commended the P-43 for its good high-altitude performance compared to the Curtiss P-40, good roll rate and a radial engine without a vulnerable liquid cooling system. Apparently, several AVG pilots asked Chennault to keep some P-43s, but the request was denied due to the aircraft's lack of armor or self sealing fuel tanks.
In addition, the turbo-supercharger proved unreliable and the wet wing fuel tanks leaked constantly. In June 1942, Robert L. Scott Jr an AVG pilot photographed the peaks of Mt. Everest from 44,000 ft, attesting to the stengths of this aircraft. The P-43 performed poorly in combat in the hands of the Chinese Air Force against Japan due to its great vulnerability, it was replaced by other aircraft in early 1944. Rudimentary protection added on the P43A-1 was insufficient. In addition, the P-43's R-1830 engines were in high demand for the Douglas C-47 transport, effectively grounding the surviving aircraft.
The USAAC considered the P-43 and its variants obsolete from the start and used them only for training purposes. In fall 1942, all surviving USAAC P-43s were redesignated RP-43 indicating they were unfit for combat. Most of the aircraft that were not sent to China were modified for photo reconnaissance duties and used for training. Eight P-43s (four P-43a-1s and four P-43Ds) were loaned to the Royal Australian Air Force in 1942 and served with No. 1 Photo Reconnaissance Unit, based at Coomlie, Northern Territory. The RAAF flew many long range, high altitude photo reconnaissance missions before the six survivors were returned to the USAAC in 1943.
Catalina MkIII 20 Sqn, RAAF 1942
=====================================
Unit: 20 Squadron RAAF.
Serial: A24-10 (c/n.270)
New Guinea
August 1942.
The Royal Australian Air Force (RAAF) operated Catalinas as night raiders, with four squadrons Nos. 11, 20, 42, and 43 mounting mine-laying operations from 23 April 1943 until July 1945 in the southwest Pacific deep into Japanese-held waters, that bottled up ports and shipping routes and kept ships in the deeper waters to become targets for US submarines; they tied up the major strategic ports such as Balikpapan that shipped 80 percent of Japanese oil supplies.
In late 1944, their precision mining sometimes exceeded 20 hours in duration from as low as 200 feet in the hours of darkness. One included the bottling up the Japanese fleet in Manila Bay planned to assist General MacArthur's landing at Mindoro in the Philippines.
They also operated out of Jinamoc in Leyte Gulf, and mined ports on the Chinese coast from Hong Kong as far north as Wenchow. They were the only non-American heavy bombers squadrons operating north of Morotai in 1945.
The RAAF Catalinas regularly mounted nuisance night bombing raids on Japanese bases, they earned the motto of 'The First and the Furthest' as a testimony to their design and endurance. These raids included the major base at Rabaul. RAAF aircrews, like their US Navy counterparts, developed 'terror bombs', ranging from mere machine gunned scrap metal and rocks to empty beer bottles with razor blades inserted into the necks, to produce high pitched screams as they fell, keeping Japanese soldiers awake and scrambling for cover.
Capt. Winters
Charter Member
Hi Guys,
a few more.
regards Rob.
F2A-2 Brewster Buffalo.
=====================================
Unit: VF-3
USS Saratoga.
Serial: 2-F-6
South West Pacific.
January 1942.
The first unit to be equipped with the F2A-1 was Lt Cdr Warren Harvey's VF-3, assigned to USS Saratoga air group. On 8 December 1939, VF-3 received 10 of the 11 Buffalos delivered to the U.S. Navy. The remaining 43 F2A-1s were declared surplus and sold to Finland. Although it was becoming clear the F2A was inferior to the latest German fighters, in the early years of World War II, all modern monoplane fighter types were in high demand, including the F2A. Consequently, the United Kingdom, Belgium, and the Netherlands East Indies purchased several hundred export models of the Buffalo.
A later variant, the F2A-2, of which 43 were ordered by the U.S. Navy, included a more powerful R-1820-40 engine of 1,200 hp, a better propeller, and integral flotation gear, but still lacked pilot armor and self-sealing fuel tanks. The increase in engine power was welcomed, but to some extent offset by the increased loaded weight 5,942lb of the aircraft, while top speed was increased to a respectable 323 mph at 16,500 ft, initial climb rate dropped to 2,500 fpm. Both the F2A-1 and the F2A-2 variants of the Brewster were liked by early Navy and Marine pilots, including Pappy Boyington, who praised the good turning and maneuvering abilities of the aircraft. 'Pappy' Boyington observed: But the early models, before they weighed it all down with armor plate, radios, and other equipment, they were pretty sweet little ships. Not real fast, but the little aircraft could turn and roll in a phone booth. This might be expected from the low wing loading, only 24.1 pounds per square foot, only 10 percent higher than that of the Zero.
F2A-3 Brewster Buffalo.
=====================================
Unit: VMF-221 (Fighting Falcons)
Marine Fighter Squadron.
Pilot: Capt. William C. Humbert.
Serial: MF-15
Midway Island.
June 1942.
VMF-221 was formed in July 1941 in San Diego, California. In December of that year, following the attack on Pearl Harbor, they moved to Marine Corps Air Station Ewa in Hawaii. On December 25th, 1941, fourteen F2A-3 Brewster Buffalos landed on Midway Island after launching from the USS Saratoga. On March 1st, 1942, VMF-221, VMSB-241 and their headquarters units formed Marine Aircraft Group 22 commanded by Lieutenant Colonel Ira B. Kimes.
The squadrons first taste of combat came on March 10th, 1942, when four of its pilots recorded the first kills in a Brewster Buffalo, downing a Japanese H8K Patrol Boat.
By late May, the squadron had been augmented with the arrival of additional aircraft. VMF-221 had 21 F2A-3's and 7 Grumman F4F-3 Wildcats. On June 4, 1942, during the Battle of Midway, the pilots of VMF-221 were alerted to intercept the incoming formation of Japanese bombers and the 36 escorting Zeros fighters that were headed towards the island. The Marine's and their Brewster Buffalos were no match for the faster and more agile Zeros, flown by more experienced aviators. The squadron accounted for 17 aircraft shot down, but at the catastrophic cost of thirteen F2A-3's and two F4F-3's shot down and 15 pilots killed in action, including the commanding officer, Major Floyd B. Parks. Only two of VMF-221's remaining 13 aircraft were flyable, effectively destroying the squadron. Four of the squadrons ordnancemen were also killed when a Japanese bomb stuck the ammunition area near the airstrip at Midway. For their actions during the Battle, VMF-221 was awarded the Presidential Unit Citation. After the battle, one of the surviving members of the squadron noted, It is my belief that any commander who orders pilots out for combat in an F2A should consider the pilot as lost before leaving the ground.
a few more.
regards Rob.
F2A-2 Brewster Buffalo.
=====================================
Unit: VF-3
USS Saratoga.
Serial: 2-F-6
South West Pacific.
January 1942.
The first unit to be equipped with the F2A-1 was Lt Cdr Warren Harvey's VF-3, assigned to USS Saratoga air group. On 8 December 1939, VF-3 received 10 of the 11 Buffalos delivered to the U.S. Navy. The remaining 43 F2A-1s were declared surplus and sold to Finland. Although it was becoming clear the F2A was inferior to the latest German fighters, in the early years of World War II, all modern monoplane fighter types were in high demand, including the F2A. Consequently, the United Kingdom, Belgium, and the Netherlands East Indies purchased several hundred export models of the Buffalo.
A later variant, the F2A-2, of which 43 were ordered by the U.S. Navy, included a more powerful R-1820-40 engine of 1,200 hp, a better propeller, and integral flotation gear, but still lacked pilot armor and self-sealing fuel tanks. The increase in engine power was welcomed, but to some extent offset by the increased loaded weight 5,942lb of the aircraft, while top speed was increased to a respectable 323 mph at 16,500 ft, initial climb rate dropped to 2,500 fpm. Both the F2A-1 and the F2A-2 variants of the Brewster were liked by early Navy and Marine pilots, including Pappy Boyington, who praised the good turning and maneuvering abilities of the aircraft. 'Pappy' Boyington observed: But the early models, before they weighed it all down with armor plate, radios, and other equipment, they were pretty sweet little ships. Not real fast, but the little aircraft could turn and roll in a phone booth. This might be expected from the low wing loading, only 24.1 pounds per square foot, only 10 percent higher than that of the Zero.
F2A-3 Brewster Buffalo.
=====================================
Unit: VMF-221 (Fighting Falcons)
Marine Fighter Squadron.
Pilot: Capt. William C. Humbert.
Serial: MF-15
Midway Island.
June 1942.
VMF-221 was formed in July 1941 in San Diego, California. In December of that year, following the attack on Pearl Harbor, they moved to Marine Corps Air Station Ewa in Hawaii. On December 25th, 1941, fourteen F2A-3 Brewster Buffalos landed on Midway Island after launching from the USS Saratoga. On March 1st, 1942, VMF-221, VMSB-241 and their headquarters units formed Marine Aircraft Group 22 commanded by Lieutenant Colonel Ira B. Kimes.
The squadrons first taste of combat came on March 10th, 1942, when four of its pilots recorded the first kills in a Brewster Buffalo, downing a Japanese H8K Patrol Boat.
By late May, the squadron had been augmented with the arrival of additional aircraft. VMF-221 had 21 F2A-3's and 7 Grumman F4F-3 Wildcats. On June 4, 1942, during the Battle of Midway, the pilots of VMF-221 were alerted to intercept the incoming formation of Japanese bombers and the 36 escorting Zeros fighters that were headed towards the island. The Marine's and their Brewster Buffalos were no match for the faster and more agile Zeros, flown by more experienced aviators. The squadron accounted for 17 aircraft shot down, but at the catastrophic cost of thirteen F2A-3's and two F4F-3's shot down and 15 pilots killed in action, including the commanding officer, Major Floyd B. Parks. Only two of VMF-221's remaining 13 aircraft were flyable, effectively destroying the squadron. Four of the squadrons ordnancemen were also killed when a Japanese bomb stuck the ammunition area near the airstrip at Midway. For their actions during the Battle, VMF-221 was awarded the Presidential Unit Citation. After the battle, one of the surviving members of the squadron noted, It is my belief that any commander who orders pilots out for combat in an F2A should consider the pilot as lost before leaving the ground.
Capt. Winters
Charter Member
Hi Guys,
some Netherlands planes.
Rising sun has a revised country set that includes:
<Alliance ID="Allies" Name="Allies">
<Country ID="Britain"/>
<Country ID="USA"/>
<Country ID="Australia"/>
<Country ID="China"/>
<Country ID="AVG"/>
<Country ID="US_Navy"/>
<Country ID="Other_Allied_Nations"/>
<Country ID="Russia"/>
<Country ID="New_Zealand"></Country>
<Country ID="Netherlands"/>
<Country ID="US_marines"/>
</Alliance>
<Alliance ID="Axis" Name="Axis">
<Country ID="Japan_IJN"/>
<Country ID="Vichy_France"></Country>
<Country ID="Other_Axis_Nations"/>
<Country ID="Japan_AAF"/>
and has 66 historically researched pilots, at least two for each country mentioned above. in many case 5 or 6.
regards Rob.
Brewster B339C Buffalo MkI.
=====================================
Unit: 2-VLG-V, ML-KNIL
Netherlands East Indies Army Air Corps
Pilot: Kapt Jacob P Van Helsdingen.
Serial: B-3110
Singapore - Java.
February 1942.
The Militaire Luchtvaart van het Koninklijk Nederlands-Indisch Leger ('Military Air Service of the Royal Netherlands East Indian Army', ML-KNIL) had ordered 144 Brewster B-339C and 339D models, the former with rebuilt Wright G-105 engines supplied by the Dutch and the latter with new 1,200 hp Wright R-1820-40 engines Brewster purchased from Wright. At the outbreak of war, only 71 had arrived in the Dutch East Indies, and not all were in service. A small number served briefly at Singapore before being withdrawn for the defense of Java.
As the Brewster B-339 aircraft used by the ML-KNIL were lighter than the modified B-339E Brewster Mark Is used by British, Australian, and New Zealand air forces, they were able at times to successfully engage the Japanese Army Ki-43 'Oscar', although both the 'Oscar' and the Japanese Navy's A6M Zero still out-climbed and out-turned the B-339 at combat altitudes.
Apart from their role as fighters, the Brewster fighters were also used as dive bombers against Japanese troopships. Although reinforced by British Commonwealth Brewster Mk I (B-339E) aircraft retreating from Malaya, the Dutch squadrons faced superior numbers in the air, and were too few in number to stem the advance of Japanese ground forces.
In a major engagement above Semplak on 19 February 1942, eight Dutch Brewster fighters intercepted a formation of about 35 Japanese bombers with an escort of about 20 Zeros. The Brewster pilots destroyed 11 Japanese aircraft and lost four Brewsters, two Dutch pilots died.
The Brewsters flew their last sortie on 7 March. Altogether, 17 ML-KNIL pilots were killed, and 30 aircraft shot down, 15 were destroyed on the ground, and several were lost to misadventure.
Dutch pilots claimed 55 enemy aircraft destroyed. Two Dutch pilots, Jacob van Helsdingen and August Deibel, scored highest with the Buffalo with three victories each. Following the surrender of the Netherlands East Indies on 8 March 1942, 17 ML-KNIL Buffalos were transferred to the USAAF and RAAF in Australia.
Consolidated PBY-5 Catalina
=====================================
Unit: 16-GVT, ML-KNIL
Netherlands East Indies Army Air Corps.
Serial: Y-38
Naval Air Station Morokrembangan,
Soerabaja on eastern Java Island.
Late 1941.
The German invasion of the Netherlands on May 10, 1940 rapidly overwhelmed Dutch resistance and the MLD aircraft were redeployed to France before the Dutch formally surrendered on 15 May. Shortly after, the MLD was ordered to Britain, where Dutch personnel formed No. 320 Squadron RAF, in Coastal Command, in June 1940. A second squadron, 321 Squadron, was also formed, but later merged with 320 Squadron. Other MLD personnel served on MAC ships as Fleet Air Arm 860 and 861 squadrons, flying Fairey Swordfish.
At this time efforts were made to strengthen the MLD in the Dutch East Indies. When the war started in December 1941, the MLD numbered 130 airplanes. The main types were 37 Dornier Do 24 K-1 flying boats and 36 Consolidated PBY-5 Catalina flying boats.
The major base was at Naval Air Station Morokrembangan near Soerabaja on eastern Java Island. The MLD had secondary bases as well as seaplane tenders that enabled it to spread out and cover the entire Netherlands East Indies. It was organized into 18 squadrons (GVT, Groep Vliegtuigen) of about three airplanes each to provide reconnaissance, anti-submarine patrols, convoy escort in support of Dutch forces.
The MLD did not have radar. The MLD fought about 95 combat actions, sank one Japanese ship (destroyer Shinonome), damaged some others, shot down a few Japanese airplanes and inflicted some casualties on Japanese personnel on the ground. That was not enough to stop the Japanese, and eventually the MLD was forced to evacuate to Ceylon and Australia. They lost 95 percent of their aircraft and 50 percent of their personnel.
On March 3, 1942, nine MLD Dornier and Catalina flying boats were destroyed in the Japanese air attack on Broome, in Australia. About 58 MLD personnel were killed, wounded, or missing. Later that year, on July 1 in Ceylon, 321 Squadron was re-formed under the command of Willem van Prooijen, with MLD Catalinas. The PBYs in Australia were transferred to Ceylon, and the surviving Dorniers were sold to the Australian government. The flight school was relocated to the US.
The Royal Netherlands Military Flying School was established in the United States, at Jackson Field (also known as Hawkins Field), Jackson, Mississippi, operating lend-lease aircraft, training all military aircrew for the Netherlands. The intention was to return to the Netherlands and to participate in the war against Japan. After liberation, the main MLD base was established at Valkenburg, with De Kooy as the overhaul and repair base.
B-25C Mitchell
=====================================
Unit: 18 Squadron, Netherlands East Indies Air Force, serving under the RAAF.
serial: N5-132
MacDonald strip, Northern Territory,
Australia.
January 1943.
N5-132 was originally allocated USAAF serial 41-12919. In February 1943, it crashed shortly
after take-off from MacDonald strip, NT and was written off.
No. 18 (NEI) Squadron was formed at Canberra on 4 April 1942. Like the other two joint Australian Dutch squadrons the Dutch authorities provided No. 18 Squadron's pilots and aircraft (obtained via Lend Lease). The majority of the aircrew were Dutch while most the groundcrew were Australian. Unlike the other two squadrons, however, the RAAF also provided many aircrew to the squadron.
No. 18 (NEI) Squadron received its first five B-25 Mitchell medium bombers in April 1942. These aircraft were used for both training and anti-submarine patrols. While the Squadron briefly operated 10 A-20 Havoc light bombers in early 1942, it was fully equipped with 18 B25s by 21 September 1942.
On 5 December 1942 No. 18 (NEI) Squadron deployed to a partially constructed airfield at MacDonald in the Northern Territory of Australia to operate in the North Western Area. The Squadron began flying operational missions in early January 1943 and was primarily tasked with reconnaissance flights and raids on Japanese ships and bases in the occupied Netherlands East Indies. While the squadron suffered considerable casualties in these raids, it did not receive any replacement crews until September 1943. No. 18 (NEI) Squadron relocated from MacDonald to Batchelor in the Northern Territory in May 1943.
Due to the declining Japanese presence in the eastern islands of the Netherlands East Indies the Dutch authorities requested that No. 18 (NEI) Squadron be re-equipped with longer ranged B-24 Liberator heavy bombers but this came to nothing and the Squadron continued to operate B-25s. In July 1945 No. 18 (NEI) Squadron was relocated to Balikpapan in the Netherlands East Indies which had recently been liberated in the Battle of Balikpapan. After arriving at Balikpapan the Squadron's main task was to drop propaganda leaflets and locate and drop supplies to prison camps in the NEI.
The RAAF component of No. 18 (NEI) Squadron was disbanded on 25 November 1945 and the Squadron passed to Dutch control on 15 January 1946. The Squadron relocated to Tjililitan in Java in March 1946 and saw active service against Indonesian Nationalists during the Indonesian National Revolution. Following the end of Dutch rule No. 18 Squadron was the last squadron to be handed over to the Indonesians and was disbanded on 26 July 1950.
North American B-25J Mitchell
=====================================
Unit: 18 Squadron, Netherlands East Indies Air Force, serving under the RAAF.
serial: N5-233
Batchelor airfield, Northern Territory,
Australia.
March 1944.
No. 18 (NEI) Squadron was formed at Canberra on 4 April 1942. Like the other two joint Australian Dutch squadrons the Dutch authorities provided No. 18 Squadron's pilots and aircraft (obtained via Lend Lease). The majority of the aircrew were Dutch while most the groundcrew were Australian. Unlike the other two squadrons, however, the RAAF also provided many aircrew to the squadron.
No. 18 (NEI) Squadron received its first five B-25 Mitchell medium bombers in April 1942. These aircraft were used for both training and anti-submarine patrols. While the Squadron briefly operated 10 A-20 Havoc light bombers in early 1942, it was fully equipped with 18 B25s by 21 September 1942.
On 5 December 1942 No. 18 (NEI) Squadron deployed to a partially constructed airfield at MacDonald in the Northern Territory of Australia to operate in the North Western Area. The Squadron began flying operational missions in early January 1943 and was primarily tasked with reconnaissance flights and raids on Japanese ships and bases in the occupied Netherlands East Indies. While the squadron suffered considerable casualties in these raids, it did not receive any replacement crews until September 1943. No. 18 (NEI) Squadron relocated from MacDonald to Batchelor in the Northern Territory in May 1943.
Due to the declining Japanese presence in the eastern islands of the Netherlands East Indies the Dutch authorities requested that No. 18 (NEI) Squadron be re-equipped with longer ranged B-24 Liberator heavy bombers but this came to nothing and the Squadron continued to operate B-25s. In July 1945 No. 18 (NEI) Squadron was relocated to Balikpapan in the Netherlands East Indies which had recently been liberated in the Battle of Balikpapan. After arriving at Balikpapan the Squadron's main task was to drop propaganda leaflets and locate and drop supplies to prison camps in the NEI.
The RAAF component of No. 18 (NEI) Squadron was disbanded on 25 November 1945 and the Squadron passed to Dutch control on 15 January 1946. The Squadron relocated to Tjililitan in Java in March 1946 and saw active service against Indonesian Nationalists during the Indonesian National Revolution. Following the end of Dutch rule No. 18 Squadron was the last squadron to be handed over to the Indonesians and was disbanded on 26 July 1950.
some Netherlands planes.
Rising sun has a revised country set that includes:
<Alliance ID="Allies" Name="Allies">
<Country ID="Britain"/>
<Country ID="USA"/>
<Country ID="Australia"/>
<Country ID="China"/>
<Country ID="AVG"/>
<Country ID="US_Navy"/>
<Country ID="Other_Allied_Nations"/>
<Country ID="Russia"/>
<Country ID="New_Zealand"></Country>
<Country ID="Netherlands"/>
<Country ID="US_marines"/>
</Alliance>
<Alliance ID="Axis" Name="Axis">
<Country ID="Japan_IJN"/>
<Country ID="Vichy_France"></Country>
<Country ID="Other_Axis_Nations"/>
<Country ID="Japan_AAF"/>
and has 66 historically researched pilots, at least two for each country mentioned above. in many case 5 or 6.
regards Rob.
Brewster B339C Buffalo MkI.
=====================================
Unit: 2-VLG-V, ML-KNIL
Netherlands East Indies Army Air Corps
Pilot: Kapt Jacob P Van Helsdingen.
Serial: B-3110
Singapore - Java.
February 1942.
The Militaire Luchtvaart van het Koninklijk Nederlands-Indisch Leger ('Military Air Service of the Royal Netherlands East Indian Army', ML-KNIL) had ordered 144 Brewster B-339C and 339D models, the former with rebuilt Wright G-105 engines supplied by the Dutch and the latter with new 1,200 hp Wright R-1820-40 engines Brewster purchased from Wright. At the outbreak of war, only 71 had arrived in the Dutch East Indies, and not all were in service. A small number served briefly at Singapore before being withdrawn for the defense of Java.
As the Brewster B-339 aircraft used by the ML-KNIL were lighter than the modified B-339E Brewster Mark Is used by British, Australian, and New Zealand air forces, they were able at times to successfully engage the Japanese Army Ki-43 'Oscar', although both the 'Oscar' and the Japanese Navy's A6M Zero still out-climbed and out-turned the B-339 at combat altitudes.
Apart from their role as fighters, the Brewster fighters were also used as dive bombers against Japanese troopships. Although reinforced by British Commonwealth Brewster Mk I (B-339E) aircraft retreating from Malaya, the Dutch squadrons faced superior numbers in the air, and were too few in number to stem the advance of Japanese ground forces.
In a major engagement above Semplak on 19 February 1942, eight Dutch Brewster fighters intercepted a formation of about 35 Japanese bombers with an escort of about 20 Zeros. The Brewster pilots destroyed 11 Japanese aircraft and lost four Brewsters, two Dutch pilots died.
The Brewsters flew their last sortie on 7 March. Altogether, 17 ML-KNIL pilots were killed, and 30 aircraft shot down, 15 were destroyed on the ground, and several were lost to misadventure.
Dutch pilots claimed 55 enemy aircraft destroyed. Two Dutch pilots, Jacob van Helsdingen and August Deibel, scored highest with the Buffalo with three victories each. Following the surrender of the Netherlands East Indies on 8 March 1942, 17 ML-KNIL Buffalos were transferred to the USAAF and RAAF in Australia.
Consolidated PBY-5 Catalina
=====================================
Unit: 16-GVT, ML-KNIL
Netherlands East Indies Army Air Corps.
Serial: Y-38
Naval Air Station Morokrembangan,
Soerabaja on eastern Java Island.
Late 1941.
The German invasion of the Netherlands on May 10, 1940 rapidly overwhelmed Dutch resistance and the MLD aircraft were redeployed to France before the Dutch formally surrendered on 15 May. Shortly after, the MLD was ordered to Britain, where Dutch personnel formed No. 320 Squadron RAF, in Coastal Command, in June 1940. A second squadron, 321 Squadron, was also formed, but later merged with 320 Squadron. Other MLD personnel served on MAC ships as Fleet Air Arm 860 and 861 squadrons, flying Fairey Swordfish.
At this time efforts were made to strengthen the MLD in the Dutch East Indies. When the war started in December 1941, the MLD numbered 130 airplanes. The main types were 37 Dornier Do 24 K-1 flying boats and 36 Consolidated PBY-5 Catalina flying boats.
The major base was at Naval Air Station Morokrembangan near Soerabaja on eastern Java Island. The MLD had secondary bases as well as seaplane tenders that enabled it to spread out and cover the entire Netherlands East Indies. It was organized into 18 squadrons (GVT, Groep Vliegtuigen) of about three airplanes each to provide reconnaissance, anti-submarine patrols, convoy escort in support of Dutch forces.
The MLD did not have radar. The MLD fought about 95 combat actions, sank one Japanese ship (destroyer Shinonome), damaged some others, shot down a few Japanese airplanes and inflicted some casualties on Japanese personnel on the ground. That was not enough to stop the Japanese, and eventually the MLD was forced to evacuate to Ceylon and Australia. They lost 95 percent of their aircraft and 50 percent of their personnel.
On March 3, 1942, nine MLD Dornier and Catalina flying boats were destroyed in the Japanese air attack on Broome, in Australia. About 58 MLD personnel were killed, wounded, or missing. Later that year, on July 1 in Ceylon, 321 Squadron was re-formed under the command of Willem van Prooijen, with MLD Catalinas. The PBYs in Australia were transferred to Ceylon, and the surviving Dorniers were sold to the Australian government. The flight school was relocated to the US.
The Royal Netherlands Military Flying School was established in the United States, at Jackson Field (also known as Hawkins Field), Jackson, Mississippi, operating lend-lease aircraft, training all military aircrew for the Netherlands. The intention was to return to the Netherlands and to participate in the war against Japan. After liberation, the main MLD base was established at Valkenburg, with De Kooy as the overhaul and repair base.
B-25C Mitchell
=====================================
Unit: 18 Squadron, Netherlands East Indies Air Force, serving under the RAAF.
serial: N5-132
MacDonald strip, Northern Territory,
Australia.
January 1943.
N5-132 was originally allocated USAAF serial 41-12919. In February 1943, it crashed shortly
after take-off from MacDonald strip, NT and was written off.
No. 18 (NEI) Squadron was formed at Canberra on 4 April 1942. Like the other two joint Australian Dutch squadrons the Dutch authorities provided No. 18 Squadron's pilots and aircraft (obtained via Lend Lease). The majority of the aircrew were Dutch while most the groundcrew were Australian. Unlike the other two squadrons, however, the RAAF also provided many aircrew to the squadron.
No. 18 (NEI) Squadron received its first five B-25 Mitchell medium bombers in April 1942. These aircraft were used for both training and anti-submarine patrols. While the Squadron briefly operated 10 A-20 Havoc light bombers in early 1942, it was fully equipped with 18 B25s by 21 September 1942.
On 5 December 1942 No. 18 (NEI) Squadron deployed to a partially constructed airfield at MacDonald in the Northern Territory of Australia to operate in the North Western Area. The Squadron began flying operational missions in early January 1943 and was primarily tasked with reconnaissance flights and raids on Japanese ships and bases in the occupied Netherlands East Indies. While the squadron suffered considerable casualties in these raids, it did not receive any replacement crews until September 1943. No. 18 (NEI) Squadron relocated from MacDonald to Batchelor in the Northern Territory in May 1943.
Due to the declining Japanese presence in the eastern islands of the Netherlands East Indies the Dutch authorities requested that No. 18 (NEI) Squadron be re-equipped with longer ranged B-24 Liberator heavy bombers but this came to nothing and the Squadron continued to operate B-25s. In July 1945 No. 18 (NEI) Squadron was relocated to Balikpapan in the Netherlands East Indies which had recently been liberated in the Battle of Balikpapan. After arriving at Balikpapan the Squadron's main task was to drop propaganda leaflets and locate and drop supplies to prison camps in the NEI.
The RAAF component of No. 18 (NEI) Squadron was disbanded on 25 November 1945 and the Squadron passed to Dutch control on 15 January 1946. The Squadron relocated to Tjililitan in Java in March 1946 and saw active service against Indonesian Nationalists during the Indonesian National Revolution. Following the end of Dutch rule No. 18 Squadron was the last squadron to be handed over to the Indonesians and was disbanded on 26 July 1950.
North American B-25J Mitchell
=====================================
Unit: 18 Squadron, Netherlands East Indies Air Force, serving under the RAAF.
serial: N5-233
Batchelor airfield, Northern Territory,
Australia.
March 1944.
No. 18 (NEI) Squadron was formed at Canberra on 4 April 1942. Like the other two joint Australian Dutch squadrons the Dutch authorities provided No. 18 Squadron's pilots and aircraft (obtained via Lend Lease). The majority of the aircrew were Dutch while most the groundcrew were Australian. Unlike the other two squadrons, however, the RAAF also provided many aircrew to the squadron.
No. 18 (NEI) Squadron received its first five B-25 Mitchell medium bombers in April 1942. These aircraft were used for both training and anti-submarine patrols. While the Squadron briefly operated 10 A-20 Havoc light bombers in early 1942, it was fully equipped with 18 B25s by 21 September 1942.
On 5 December 1942 No. 18 (NEI) Squadron deployed to a partially constructed airfield at MacDonald in the Northern Territory of Australia to operate in the North Western Area. The Squadron began flying operational missions in early January 1943 and was primarily tasked with reconnaissance flights and raids on Japanese ships and bases in the occupied Netherlands East Indies. While the squadron suffered considerable casualties in these raids, it did not receive any replacement crews until September 1943. No. 18 (NEI) Squadron relocated from MacDonald to Batchelor in the Northern Territory in May 1943.
Due to the declining Japanese presence in the eastern islands of the Netherlands East Indies the Dutch authorities requested that No. 18 (NEI) Squadron be re-equipped with longer ranged B-24 Liberator heavy bombers but this came to nothing and the Squadron continued to operate B-25s. In July 1945 No. 18 (NEI) Squadron was relocated to Balikpapan in the Netherlands East Indies which had recently been liberated in the Battle of Balikpapan. After arriving at Balikpapan the Squadron's main task was to drop propaganda leaflets and locate and drop supplies to prison camps in the NEI.
The RAAF component of No. 18 (NEI) Squadron was disbanded on 25 November 1945 and the Squadron passed to Dutch control on 15 January 1946. The Squadron relocated to Tjililitan in Java in March 1946 and saw active service against Indonesian Nationalists during the Indonesian National Revolution. Following the end of Dutch rule No. 18 Squadron was the last squadron to be handed over to the Indonesians and was disbanded on 26 July 1950.
Capt. Winters
Charter Member
Hi Guys,
Chinese air force.
regards Rob.
Polikarpov I-16 Type 10
=====================================
unit: 24 Squadron 4th Pursuit Group,
Chinese Air Force.
serial: 94
Pilot: Su Xian-Ren
Guangyangba, China.
1939.
The Polikarpov I-16 was a Soviet fighter aircraft of revolutionary design, it was the worlds first cantilever-winged monoplane fighter with retractable landing gear.
The I-16 was introduced in the mid-1930s and formed the backbone of the Soviet Air Force at the beginning of World War II.
The diminutive fighter prominently featured in the Second Sino-Japanese War, Soviet I 16s flew in China against the invading Japanese in 1937, re equipping two eskadrilu which had previously flown the l-15bis. Early in 1938 the I 16 Type 10 began to equip Chinese units, and in 1939 Soviet I-16s were engaged in furious air battles with Japanese army fighters at Nomonhan on the Manchurian border, four fighter regiments ultimately being fully committed to the struggle.
Henschel hs 123a 1
=====================================
Unit: 15th Chungtui,
Chinese Air Force.
Serial: 1506
China.
1938-39.
Henschel was a German locomotive manufacturer. Soon after Hitler's rise to power, Henschel decided to start designing aircraft, one of the first being the Hs 123. The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive-bomber. General Ernst Udet, a World War I ace, flew the first Hs 123V1 prototype on its first public demonstration fight on 8 May 1935. The first three Henschel prototypes, powered by 650 hp BMW 132A-3 engines, were tested at Rechlin in August 1936. Only the first prototype had smooth cowlings, from that point on, all aircraft had a tightly-fitting cowling that included 18 fairings covering the engine valves. The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gears attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a sesquiplane configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chances for the more conventional Fi 98 which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of near-vertical dives, however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems, principally, stronger centre-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with an 880 hp BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He50 biplane reconnaissance and dive bomber as well as acting as a stop-gap measure until the Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, although an improved version, the Hs 123B was developed by Henschel in 1938. A proposal to fit the aircraft with a more powerful 960 hp K-variant of its BMW 132 engine did not proceed beyond the prototype stage, the Hs 123 V5. The V6 prototype fitted with a similar powerplant and featuring a sliding cockpit hood was intended to serve as the Hs 123C prototype. Nonetheless, production of the type ended in October 1938 with less than 1000 aircraft in all series.
During the Second Sino-Japanese War Twelve Hs 123s were exported to China, where they were used extensively as dive bombers. the most successful use was against Japanese warships along the Yangtze River, especially during 1938.
Henschel hs 123a 1
=====================================
Unit: 15th Chungtui,
Chinese Air Force.
Serial: 1510
China.
1940.
Henschel was a German locomotive manufacturer. Soon after Hitler's rise to power, Henschel decided to start designing aircraft, one of the first being the Hs 123. The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive-bomber. General Ernst Udet, a World War I ace, flew the first Hs 123V1 prototype on its first public demonstration fight on 8 May 1935. The first three Henschel prototypes, powered by 650 hp BMW 132A-3 engines, were tested at Rechlin in August 1936. Only the first prototype had smooth cowlings, from that point on, all aircraft had a tightly-fitting cowling that included 18 fairings covering the engine valves. The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gears attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a sesquiplane configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chances for the more conventional Fi 98 which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of near-vertical dives, however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems, principally, stronger centre-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with an 880 hp BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He50 biplane reconnaissance and dive bomber as well as acting as a stop-gap measure until the Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, although an improved version, the Hs 123B was developed by Henschel in 1938. A proposal to fit the aircraft with a more powerful 960 hp K-variant of its BMW 132 engine did not proceed beyond the prototype stage, the Hs 123 V5. The V6 prototype fitted with a similar powerplant and featuring a sliding cockpit hood was intended to serve as the Hs 123C prototype. Nonetheless, production of the type ended in October 1938 with less than 1000 aircraft in all series.
During the Second Sino-Japanese War Twelve Hs 123s were exported to China, where they were used extensively as dive bombers. the most successful use was against Japanese warships along the Yangtze River, especially during 1938.
Gladiator Mk 1
=====================================
unit: 29 Squadron 5th Pursuit Group,
Chinese Air Force.
serial: 5711
Pilot: Major Arthur Chin Shui-Tin
Tienhe airbase,
Guangzhou, China.
1938.
The Gloster Gladiator first entered service with the RAF in Feb. 1937. However, it was in China in early 1938 that it made its combat debut. The Chinese Government had ordered 36 Gladiator Mk I aircraft in October of 1937. Having no real indigenous aircraft program, their serviceable aircraft stock was rapidly declining after a few months of fighting.
The first 20 Gladiators arrived in late November and were originally to be assembled at Kai Tak Airport in Hong Kong by Gloster. However, Japanese diplomatic pressure forced the British to refused the Chinese this arrangement.
The crates of Glosters were eventually moved by rail and boat to Guangzhou, south China. Due to constant Japanese air harassment, the actual assembly was dispersed to multiple sites, which ranged from an air base (Tienhe) to a cemetery. By Jan 1937, all 36 planes were completed. Twenty (serial numbers 5701-5720) were assigned to the 28th and 29th Pursuit Squadron of the 5th Pursuit Group, and the remaining sixteen (serial numbered 5721-5736) to the 5th Pursuit Groups 32nd Pursuit Squadron. A few were then written off due to accidents during pilot training.
One air cooled, 9 cylinder radial, Bristol Mercury IX of 830 hp (619 kW) driving a Watts 2-bladed propeller of 10 ft 9 in (3.28 m) diameter.
Republic P-43A-1 Lancer
===================================
Unit: Chinese Air Force
attached to 76fs 23fg 'Chenaults Sharks'
Serial: P-1237
based at Kunming,
China.
late 1942.
The Republic P-43 Lancer was a single-engine, all-metal, low-wing monoplane fighter aircraft built by Republic, first delivered to the United States Army Air Corps in 1940. A proposed development was the P-44 Rocket. While no world-beater as a fighter, the P-43A had a very good high-altitude performance coupled with an effective oxygen system. Fast and well-armed with excellent long-range capabilities, until the arrival of the P-38, the Lancer was the only Allied fighter capable of catching a Japanese Mitsubishi Ki-46 Dinah recon bird at the speeds and heights at which they flew. In addition, the P-43 flew many long-range, high-altitude photo recon missions until replaced by F-4 F-5 Lightnings in both the USAAF and RAAF.
The Lend-Lease aircraft were delivered to China through Claire Chennault's American Volunteer Group, the Flying Tigers. Pilots involved in the ferrying flights commended the P-43 for its good high-altitude performance compared to the Curtiss P-40, good roll rate and a radial engine without a vulnerable liquid cooling system. Apparently, several AVG pilots asked Chennault to keep some P-43s, but the request was denied due to the aircraft's lack of armor or self sealing fuel tanks.
In addition, the turbo-supercharger proved unreliable and the wet wing fuel tanks leaked constantly. In June 1942, Robert L. Scott Jr an AVG pilot photographed the peaks of Mt. Everest from 44,000 ft, attesting to the stengths of this aircraft. The P-43 performed poorly in combat in the hands of the Chinese Air Force against Japan due to its great vulnerability, it was replaced by other aircraft in early 1944. Rudimentary protection added on the P43A-1 was insufficient. In addition, the P-43's R-1830 engines were in high demand for the Douglas C-47 transport, effectively grounding the surviving aircraft.
The USAAC considered the P-43 and its variants obsolete from the start and used them only for training purposes. In fall 1942, all surviving USAAC P-43s were redesignated RP-43 indicating they were unfit for combat. Most of the aircraft that were not sent to China were modified for photo reconnaissance duties and used for training. Eight P-43s (four P-43a-1s and four P-43Ds) were loaned to the Royal Australian Air Force in 1942 and served with No. 1 Photo Reconnaissance Unit, based at Coomlie, Northern Territory. The RAAF flew many long range, high altitude photo reconnaissance missions before the six survivors were returned to the USAAC in 1943.
Chinese air force.
regards Rob.
Polikarpov I-16 Type 10
=====================================
unit: 24 Squadron 4th Pursuit Group,
Chinese Air Force.
serial: 94
Pilot: Su Xian-Ren
Guangyangba, China.
1939.
The Polikarpov I-16 was a Soviet fighter aircraft of revolutionary design, it was the worlds first cantilever-winged monoplane fighter with retractable landing gear.
The I-16 was introduced in the mid-1930s and formed the backbone of the Soviet Air Force at the beginning of World War II.
The diminutive fighter prominently featured in the Second Sino-Japanese War, Soviet I 16s flew in China against the invading Japanese in 1937, re equipping two eskadrilu which had previously flown the l-15bis. Early in 1938 the I 16 Type 10 began to equip Chinese units, and in 1939 Soviet I-16s were engaged in furious air battles with Japanese army fighters at Nomonhan on the Manchurian border, four fighter regiments ultimately being fully committed to the struggle.
Henschel hs 123a 1
=====================================
Unit: 15th Chungtui,
Chinese Air Force.
Serial: 1506
China.
1938-39.
Henschel was a German locomotive manufacturer. Soon after Hitler's rise to power, Henschel decided to start designing aircraft, one of the first being the Hs 123. The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive-bomber. General Ernst Udet, a World War I ace, flew the first Hs 123V1 prototype on its first public demonstration fight on 8 May 1935. The first three Henschel prototypes, powered by 650 hp BMW 132A-3 engines, were tested at Rechlin in August 1936. Only the first prototype had smooth cowlings, from that point on, all aircraft had a tightly-fitting cowling that included 18 fairings covering the engine valves. The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gears attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a sesquiplane configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chances for the more conventional Fi 98 which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of near-vertical dives, however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems, principally, stronger centre-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with an 880 hp BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He50 biplane reconnaissance and dive bomber as well as acting as a stop-gap measure until the Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, although an improved version, the Hs 123B was developed by Henschel in 1938. A proposal to fit the aircraft with a more powerful 960 hp K-variant of its BMW 132 engine did not proceed beyond the prototype stage, the Hs 123 V5. The V6 prototype fitted with a similar powerplant and featuring a sliding cockpit hood was intended to serve as the Hs 123C prototype. Nonetheless, production of the type ended in October 1938 with less than 1000 aircraft in all series.
During the Second Sino-Japanese War Twelve Hs 123s were exported to China, where they were used extensively as dive bombers. the most successful use was against Japanese warships along the Yangtze River, especially during 1938.
Henschel hs 123a 1
=====================================
Unit: 15th Chungtui,
Chinese Air Force.
Serial: 1510
China.
1940.
Henschel was a German locomotive manufacturer. Soon after Hitler's rise to power, Henschel decided to start designing aircraft, one of the first being the Hs 123. The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive-bomber. General Ernst Udet, a World War I ace, flew the first Hs 123V1 prototype on its first public demonstration fight on 8 May 1935. The first three Henschel prototypes, powered by 650 hp BMW 132A-3 engines, were tested at Rechlin in August 1936. Only the first prototype had smooth cowlings, from that point on, all aircraft had a tightly-fitting cowling that included 18 fairings covering the engine valves. The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gears attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a sesquiplane configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chances for the more conventional Fi 98 which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of near-vertical dives, however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems, principally, stronger centre-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with an 880 hp BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He50 biplane reconnaissance and dive bomber as well as acting as a stop-gap measure until the Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, although an improved version, the Hs 123B was developed by Henschel in 1938. A proposal to fit the aircraft with a more powerful 960 hp K-variant of its BMW 132 engine did not proceed beyond the prototype stage, the Hs 123 V5. The V6 prototype fitted with a similar powerplant and featuring a sliding cockpit hood was intended to serve as the Hs 123C prototype. Nonetheless, production of the type ended in October 1938 with less than 1000 aircraft in all series.
During the Second Sino-Japanese War Twelve Hs 123s were exported to China, where they were used extensively as dive bombers. the most successful use was against Japanese warships along the Yangtze River, especially during 1938.
Gladiator Mk 1
=====================================
unit: 29 Squadron 5th Pursuit Group,
Chinese Air Force.
serial: 5711
Pilot: Major Arthur Chin Shui-Tin
Tienhe airbase,
Guangzhou, China.
1938.
The Gloster Gladiator first entered service with the RAF in Feb. 1937. However, it was in China in early 1938 that it made its combat debut. The Chinese Government had ordered 36 Gladiator Mk I aircraft in October of 1937. Having no real indigenous aircraft program, their serviceable aircraft stock was rapidly declining after a few months of fighting.
The first 20 Gladiators arrived in late November and were originally to be assembled at Kai Tak Airport in Hong Kong by Gloster. However, Japanese diplomatic pressure forced the British to refused the Chinese this arrangement.
The crates of Glosters were eventually moved by rail and boat to Guangzhou, south China. Due to constant Japanese air harassment, the actual assembly was dispersed to multiple sites, which ranged from an air base (Tienhe) to a cemetery. By Jan 1937, all 36 planes were completed. Twenty (serial numbers 5701-5720) were assigned to the 28th and 29th Pursuit Squadron of the 5th Pursuit Group, and the remaining sixteen (serial numbered 5721-5736) to the 5th Pursuit Groups 32nd Pursuit Squadron. A few were then written off due to accidents during pilot training.
One air cooled, 9 cylinder radial, Bristol Mercury IX of 830 hp (619 kW) driving a Watts 2-bladed propeller of 10 ft 9 in (3.28 m) diameter.
Republic P-43A-1 Lancer
===================================
Unit: Chinese Air Force
attached to 76fs 23fg 'Chenaults Sharks'
Serial: P-1237
based at Kunming,
China.
late 1942.
The Republic P-43 Lancer was a single-engine, all-metal, low-wing monoplane fighter aircraft built by Republic, first delivered to the United States Army Air Corps in 1940. A proposed development was the P-44 Rocket. While no world-beater as a fighter, the P-43A had a very good high-altitude performance coupled with an effective oxygen system. Fast and well-armed with excellent long-range capabilities, until the arrival of the P-38, the Lancer was the only Allied fighter capable of catching a Japanese Mitsubishi Ki-46 Dinah recon bird at the speeds and heights at which they flew. In addition, the P-43 flew many long-range, high-altitude photo recon missions until replaced by F-4 F-5 Lightnings in both the USAAF and RAAF.
The Lend-Lease aircraft were delivered to China through Claire Chennault's American Volunteer Group, the Flying Tigers. Pilots involved in the ferrying flights commended the P-43 for its good high-altitude performance compared to the Curtiss P-40, good roll rate and a radial engine without a vulnerable liquid cooling system. Apparently, several AVG pilots asked Chennault to keep some P-43s, but the request was denied due to the aircraft's lack of armor or self sealing fuel tanks.
In addition, the turbo-supercharger proved unreliable and the wet wing fuel tanks leaked constantly. In June 1942, Robert L. Scott Jr an AVG pilot photographed the peaks of Mt. Everest from 44,000 ft, attesting to the stengths of this aircraft. The P-43 performed poorly in combat in the hands of the Chinese Air Force against Japan due to its great vulnerability, it was replaced by other aircraft in early 1944. Rudimentary protection added on the P43A-1 was insufficient. In addition, the P-43's R-1830 engines were in high demand for the Douglas C-47 transport, effectively grounding the surviving aircraft.
The USAAC considered the P-43 and its variants obsolete from the start and used them only for training purposes. In fall 1942, all surviving USAAC P-43s were redesignated RP-43 indicating they were unfit for combat. Most of the aircraft that were not sent to China were modified for photo reconnaissance duties and used for training. Eight P-43s (four P-43a-1s and four P-43Ds) were loaned to the Royal Australian Air Force in 1942 and served with No. 1 Photo Reconnaissance Unit, based at Coomlie, Northern Territory. The RAAF flew many long range, high altitude photo reconnaissance missions before the six survivors were returned to the USAAC in 1943.
Capt. Winters
Charter Member
Hi Guys,
Some SEAC aircraft.
regards Rob.
Hurricane Mk IIB
=====================================
Unit: 30 Squadron RAF
Code: RS-W
Serial: BG827
Flown by: P/O Jimmy Whalen RCAF.
Ratmalana, Ceylon.
April, 1942.
In February 1942, 30 Squadron was dispatched at short notice from the Western Desert to Ratmalana in Ceylon, to reinforce the air defenses around the strategic naval base at Colombo. The Squadron was equipped with the Hurricane Mk IIB armed with twelve 0.303 machine guns. On the morning of April 5th, 125 Japanese aircraft attacked Colombo. The 30 Squadron pilots scrambled to meet the enemy. However, with no early warning most only got airborne while the airfield was under attack. The Hurricanes entered cloud shortly after take-off and, unable to form up as a wing, fought a series of courageous individual actions. At the end of the day, only 7 of the Squadron's 24 Hurricanes remained airworthy. Five pilots had been killed - Pilot Officers Caswell and Geffene, Flight Sergeant Ovens, and Sergeants Paxton and Browne. They fought well and downed a number of Japanese planes. While the Japanese raids had been successful, they lost about 70 of their most experienced aircrew which was to prove crucial in the subsequent battles of the Coral Sea and Midway.
The Hurricane Mk llB BG827 'RS-W' was one of the aircraft flown by 30 Squadron on 5 April 1942. It was flown by Plt Off Jimmy Whalen, RCAF who claimed two Type 97 bombers and one Zero shot down in less than 30 minutes.
Hurricane Mk IIC
=====================================
Hurricane MKIIC HV538/B
5 Sqn, RAF.
Assam,
India.
1943.
The story of No.5 Squadron illustrates the problems faced by the RAF in the Far East when Japan entered the war. For most of the 1930s, the squadron was equipped with the Westland Wapiti IIA, a biplane that had entered service in 1931. That was then replaced by the Hawker Hart. When Japan entered the war, the squadron was using the Hawker Audax, yet another biplane. This was a two seat army cooperation aircraft, but in the desperate circumstances of 1941 No. 5 Squadron was forced to use them as single seat fighters!
Between December 1941 and May 1942 No. 5 Squadron was engaged in the defence of Calcutta. During this time, it began to receive its first monoplane fighter, the Curtiss Mohawk (P-36 in American service). From February 1942 the Mohawk was the squadron's main aircraft, although the last Audax did not disappear until September 1942.
With the Mohawk No.5 Squadron was able to go onto the offensive. From May 1942 to May 1943 it was based in Assam, performing both defensive and escort duties. In May 1943 the squadron was withdrawn from the front line to convert to the Hawker Hurricane IIc, resuming operations in December 1943. In June 1944 the Hurricane was replaced by the Thunderbolt, which the squadron retained until March 1946. Both aircraft were used for bomber escort and ground attack missions.
In May 1945 the squadron was once again withdrawn from the front line, this time to prepare for the invasion of Malaya. However, the Japanese surrender meant that that operation was not needed. No. 5 Squadron remained in India until it disbanded on 1 August 1947.
Curtiss Mohawk MkIV
============================
5 Squadron, RAF.
Code: T
Serial number: BS796
Pilot: Sqn.Ldr.P.Bond.
Dinjan, India,
Summer 1942.
The story of No.5 Squadron illustrates the problems faced by the RAF in the Far East when Japan entered the war. For most of the 1930s, the squadron was equipped with the Westland Wapiti IIA, a biplane that had entered service in 1931. That was then replaced by the Hawker Hart. When Japan entered the war, the squadron was using the Hawker Audax, yet another biplane. This was a two seat army cooperation aircraft, but in the desperate circumstances of 1941 No. 5 Squadron was forced to use them as single seat fighters!
Between December 1941 and May 1942 No. 5 Squadron was engaged in the defence of Calcutta. During this time, it began to receive its first monoplane fighter, the Curtiss Mohawk (P-36 in American service). From February 1942 the Mohawk was the squadron's main aircraft, although the last Audax did not disappear until September 1942.
With the Mohawk No.5 Squadron was able to go onto the offensive. From May 1942 to May 1943 it was based in Assam, performing both defensive and escort duties. In May 1943 the squadron was withdrawn from the front line to convert to the Hawker Hurricane IIc, resuming operations in December 1943. In June 1944 the Hurricane was replaced by the Thunderbolt, which the squadron retained until March 1946. Both aircraft were used for bomber escort and ground attack missions.
In May 1945 the squadron was once again withdrawn from the front line, this time to prepare for the invasion of Malaya. However, the Japanese surrender meant that that operation was not needed. No. 5 Squadron remained in India until it disbanded on 1 August 1947.
Consolidated Liberator B.Mk.VI.
================================
Code: W.
Serial number: KH160,
Unit: 358 Squadron,
Royal Air Force.
Jessore, India,
1945
358 squadron was formed on 8 November 1944 at Kolar, India with personnel of the disbanded 1673 Heavy Conversion Unit. Its role was as a heavy bomber unit flying the Consolidated Liberator. The squadron performed only one bombing mission on 13 January 1945, bombing Mandalay and by then flying from Digri. Thereafter the squadron role changed to a special duties squadron, starting operations as such in the night from 22 to 23 January 1945. On 10 February 1945 the squadron moved to Jessore. For the rest of the war the squadron dropped agents and supplies to resistance groups in Japanese-held territory. After the Japanese surrender the squadron then dropped supplies to POW camps and repatriated released prisoners. It was disbanded on 21 November 1945 at Bishnupur.
Republic P-47D Thunderbolt MkI
====================================
Unit: 258 Squadron RAF
Code: ZT-D
Saidor airfield,
Ratnap.
December, 1944.
The US 8th Air For
ce began to receive its first P- 47Ds towards the end of 1943, and the variant later began to equip units of the 8th and 15th Air Forces in Europe. The 348th Fighter Group in Australia was the first to introduce the type in the Pacific theatre when it received its first aircraft late in 1943. The P-47D was also the first version of the Thunderbolt to be supplied under Lend-Lease, the RAF receiving 240 from the low block numbers with the original framed sliding cockpit canopy, and 585 from the high block numbers with the bubble canopy, under the designations Thunderbolt Mk.I and Thunderbolt Mk.II respectively. All were ' used to equip RAF squadrons operating in Burma, the first to receive these aircraft being No. 5. Other squadrons to be equipped included Nos. 30, 34, 42, 60, 79, 81, 113, 123, 131, 134, 135, 146, 258, 261 and 615. They proved to be a most valuable aircraft as deployed there in a fighter-bomber role, using the 'cab-rank' technique in which patrolling aircraft could be called in by ground controllers to blast Japanese troops with which they were in contact. The armament of up to three 500 Ibs bombs and the concentrated firepower of their eight machine-guns, combined with high performance at low level, represented a potent weapon against which the Japanese troops had little chance of retaliation.
Republic P-47D-25 Thunderbolt MkII
====================================
Unit: 79 Squadron RAF
Code: NV-K
Wangjing, Manipur
Burma,
1944.
The US 8th Air Force began to receive its first P- 47Ds towards the end of 1943, and the variant later began to equip units of the 8th and 15th Air Forces in Europe. The 348th Fighter Group in Australia was the first to introduce the type in the Pacific theatre when it received its first aircraft late in 1943. The P-47D was also the first version of the Thunderbolt to be supplied under Lend-Lease, the RAF receiving 240 from the low block numbers with the original framed sliding cockpit canopy, and 585 from the high block numbers with the bubble canopy, under the designations Thunderbolt Mk.I and Thunderbolt Mk.II respectively. All were ' used to equip RAF squadrons operating in Burma, the first to receive these aircraft being No. 5. Other squadrons to be equipped included Nos. 30, 34, 42, 60, 79, 81, 113, 123, 131, 134, 135, 146, 258, 261 and 615. They proved to be a most valuable aircraft as deployed there in a fighter-bomber role, using the 'cab-rank' technique in which patrolling aircraft could be called in by ground controllers to blast Japanese troops with which they were in contact. The armament of up to three 500 Ibs bombs and the concentrated firepower of their eight machine-guns, combined with high performance at low level, represented a potent weapon against which the Japanese troops had little chance of retaliation.
Some SEAC aircraft.
regards Rob.
Hurricane Mk IIB
=====================================
Unit: 30 Squadron RAF
Code: RS-W
Serial: BG827
Flown by: P/O Jimmy Whalen RCAF.
Ratmalana, Ceylon.
April, 1942.
In February 1942, 30 Squadron was dispatched at short notice from the Western Desert to Ratmalana in Ceylon, to reinforce the air defenses around the strategic naval base at Colombo. The Squadron was equipped with the Hurricane Mk IIB armed with twelve 0.303 machine guns. On the morning of April 5th, 125 Japanese aircraft attacked Colombo. The 30 Squadron pilots scrambled to meet the enemy. However, with no early warning most only got airborne while the airfield was under attack. The Hurricanes entered cloud shortly after take-off and, unable to form up as a wing, fought a series of courageous individual actions. At the end of the day, only 7 of the Squadron's 24 Hurricanes remained airworthy. Five pilots had been killed - Pilot Officers Caswell and Geffene, Flight Sergeant Ovens, and Sergeants Paxton and Browne. They fought well and downed a number of Japanese planes. While the Japanese raids had been successful, they lost about 70 of their most experienced aircrew which was to prove crucial in the subsequent battles of the Coral Sea and Midway.
The Hurricane Mk llB BG827 'RS-W' was one of the aircraft flown by 30 Squadron on 5 April 1942. It was flown by Plt Off Jimmy Whalen, RCAF who claimed two Type 97 bombers and one Zero shot down in less than 30 minutes.
Hurricane Mk IIC
=====================================
Hurricane MKIIC HV538/B
5 Sqn, RAF.
Assam,
India.
1943.
The story of No.5 Squadron illustrates the problems faced by the RAF in the Far East when Japan entered the war. For most of the 1930s, the squadron was equipped with the Westland Wapiti IIA, a biplane that had entered service in 1931. That was then replaced by the Hawker Hart. When Japan entered the war, the squadron was using the Hawker Audax, yet another biplane. This was a two seat army cooperation aircraft, but in the desperate circumstances of 1941 No. 5 Squadron was forced to use them as single seat fighters!
Between December 1941 and May 1942 No. 5 Squadron was engaged in the defence of Calcutta. During this time, it began to receive its first monoplane fighter, the Curtiss Mohawk (P-36 in American service). From February 1942 the Mohawk was the squadron's main aircraft, although the last Audax did not disappear until September 1942.
With the Mohawk No.5 Squadron was able to go onto the offensive. From May 1942 to May 1943 it was based in Assam, performing both defensive and escort duties. In May 1943 the squadron was withdrawn from the front line to convert to the Hawker Hurricane IIc, resuming operations in December 1943. In June 1944 the Hurricane was replaced by the Thunderbolt, which the squadron retained until March 1946. Both aircraft were used for bomber escort and ground attack missions.
In May 1945 the squadron was once again withdrawn from the front line, this time to prepare for the invasion of Malaya. However, the Japanese surrender meant that that operation was not needed. No. 5 Squadron remained in India until it disbanded on 1 August 1947.
Curtiss Mohawk MkIV
============================
5 Squadron, RAF.
Code: T
Serial number: BS796
Pilot: Sqn.Ldr.P.Bond.
Dinjan, India,
Summer 1942.
The story of No.5 Squadron illustrates the problems faced by the RAF in the Far East when Japan entered the war. For most of the 1930s, the squadron was equipped with the Westland Wapiti IIA, a biplane that had entered service in 1931. That was then replaced by the Hawker Hart. When Japan entered the war, the squadron was using the Hawker Audax, yet another biplane. This was a two seat army cooperation aircraft, but in the desperate circumstances of 1941 No. 5 Squadron was forced to use them as single seat fighters!
Between December 1941 and May 1942 No. 5 Squadron was engaged in the defence of Calcutta. During this time, it began to receive its first monoplane fighter, the Curtiss Mohawk (P-36 in American service). From February 1942 the Mohawk was the squadron's main aircraft, although the last Audax did not disappear until September 1942.
With the Mohawk No.5 Squadron was able to go onto the offensive. From May 1942 to May 1943 it was based in Assam, performing both defensive and escort duties. In May 1943 the squadron was withdrawn from the front line to convert to the Hawker Hurricane IIc, resuming operations in December 1943. In June 1944 the Hurricane was replaced by the Thunderbolt, which the squadron retained until March 1946. Both aircraft were used for bomber escort and ground attack missions.
In May 1945 the squadron was once again withdrawn from the front line, this time to prepare for the invasion of Malaya. However, the Japanese surrender meant that that operation was not needed. No. 5 Squadron remained in India until it disbanded on 1 August 1947.
Consolidated Liberator B.Mk.VI.
================================
Code: W.
Serial number: KH160,
Unit: 358 Squadron,
Royal Air Force.
Jessore, India,
1945
358 squadron was formed on 8 November 1944 at Kolar, India with personnel of the disbanded 1673 Heavy Conversion Unit. Its role was as a heavy bomber unit flying the Consolidated Liberator. The squadron performed only one bombing mission on 13 January 1945, bombing Mandalay and by then flying from Digri. Thereafter the squadron role changed to a special duties squadron, starting operations as such in the night from 22 to 23 January 1945. On 10 February 1945 the squadron moved to Jessore. For the rest of the war the squadron dropped agents and supplies to resistance groups in Japanese-held territory. After the Japanese surrender the squadron then dropped supplies to POW camps and repatriated released prisoners. It was disbanded on 21 November 1945 at Bishnupur.
Republic P-47D Thunderbolt MkI
====================================
Unit: 258 Squadron RAF
Code: ZT-D
Saidor airfield,
Ratnap.
December, 1944.
The US 8th Air For
ce began to receive its first P- 47Ds towards the end of 1943, and the variant later began to equip units of the 8th and 15th Air Forces in Europe. The 348th Fighter Group in Australia was the first to introduce the type in the Pacific theatre when it received its first aircraft late in 1943. The P-47D was also the first version of the Thunderbolt to be supplied under Lend-Lease, the RAF receiving 240 from the low block numbers with the original framed sliding cockpit canopy, and 585 from the high block numbers with the bubble canopy, under the designations Thunderbolt Mk.I and Thunderbolt Mk.II respectively. All were ' used to equip RAF squadrons operating in Burma, the first to receive these aircraft being No. 5. Other squadrons to be equipped included Nos. 30, 34, 42, 60, 79, 81, 113, 123, 131, 134, 135, 146, 258, 261 and 615. They proved to be a most valuable aircraft as deployed there in a fighter-bomber role, using the 'cab-rank' technique in which patrolling aircraft could be called in by ground controllers to blast Japanese troops with which they were in contact. The armament of up to three 500 Ibs bombs and the concentrated firepower of their eight machine-guns, combined with high performance at low level, represented a potent weapon against which the Japanese troops had little chance of retaliation.
Republic P-47D-25 Thunderbolt MkII
====================================
Unit: 79 Squadron RAF
Code: NV-K
Wangjing, Manipur
Burma,
1944.
The US 8th Air Force began to receive its first P- 47Ds towards the end of 1943, and the variant later began to equip units of the 8th and 15th Air Forces in Europe. The 348th Fighter Group in Australia was the first to introduce the type in the Pacific theatre when it received its first aircraft late in 1943. The P-47D was also the first version of the Thunderbolt to be supplied under Lend-Lease, the RAF receiving 240 from the low block numbers with the original framed sliding cockpit canopy, and 585 from the high block numbers with the bubble canopy, under the designations Thunderbolt Mk.I and Thunderbolt Mk.II respectively. All were ' used to equip RAF squadrons operating in Burma, the first to receive these aircraft being No. 5. Other squadrons to be equipped included Nos. 30, 34, 42, 60, 79, 81, 113, 123, 131, 134, 135, 146, 258, 261 and 615. They proved to be a most valuable aircraft as deployed there in a fighter-bomber role, using the 'cab-rank' technique in which patrolling aircraft could be called in by ground controllers to blast Japanese troops with which they were in contact. The armament of up to three 500 Ibs bombs and the concentrated firepower of their eight machine-guns, combined with high performance at low level, represented a potent weapon against which the Japanese troops had little chance of retaliation.
Capt. Winters
Charter Member
Some more SEAC aircraft.
Spitfire XIVc
=====================================
17 Squadron RAF
Pilot: Squadron Leader James -Ginger- Lacey
Burma, South East Asia Command.
1944.
No 17 Squadron was formed at Gosport on 1 February 1915 and after a period of training embarked for Egypt in November. On 24 December, it began to make reconnaissance flights over the Turkish lines in Sinai, also flying in support of troops engaged with Turkish army units in the Western Desert. Detachments were also to be found in Arabia until July 1916, when the Squadron was sent to Salonika as a mixed unit of twelve BE2cs for reconnaissance and a scout component of two DH2s and three Bristol Scouts. At first it was the only RFC unit in Macedonia but was later joined by others in April 1918, handed over its fighters to a newly-formed No 150 Squadron. For the rest of the war, it was engaged in tactical reconnaissance and artillery spotting on the Bulgarian border. In December 1918, the squadron re-equipped with twelve DH9s and six Camels, sending A Flight to Batum to support the White Russian forces and B and C Flights to Constantinople in January 1919. On 14 November 1919, No 17 was disbanded.
Reforming at Hawkinge on 1 April 1924, with Snipes No 17 formed part of the fighter defence of the UK until the outbreak of World War Two. Successively equipped Woodcocks, Siskins, Bulldogs and Gauntlets, the squadron remained in the UK during the Abyssinian crisis but lost most of its Bulldogs as reinforcements for squadrons moving to the Middle East and had to fly Harts for a period. In June 1939, Hurricanes were received and flew defensive patrols until the German attack on France in May 1940. Fighter sweeps were then flown over Holland Belgium and French airfields were used to cover the retreat of allied troops. In June the squadron moved to Brittany as the remnants of BEF and RAF units in France were evacuated, retiring to the Channel Islands two days before returning to the UK. No 17 flew over southern England throughout the Battle of Britain, being moved to northern Scotland in April 1941. In November 1941, the squadron sailed for the Far East where war broke out in December. Diverted to Burma, it arrived in January 1942, as Japanese troops neared Rangoon. Defensive patrols were flown until the Rangoon airfields were overrun and No 17 moved north, eventually being cut off from India while operating from Lashio. The surviving aircraft were flown out and the ground personnel made their way across Burma to the Indian border. By the end of May, the squadron had re-assembled at Calcutta and in June received aircraft again for the defence of the area. Ground attack missions began in February 1943 and continued until August, when the squadron moved to Ceylon. Spitfires began to arrive in March 1944 and were taken back to the Burma front in November to fly escort and ground attack missions. In June 1945 , it was withdrawn to prepare for the invasion of Malaya and was taken by carrier to the landing beaches near Penang in early September soon after the Japanese capitulation. In April 1946, it arrived in Japan to form part of the Commonwealth occupation force until disbanded on 23 February 1948.
Brewster B339E Buffalo MkI.
=====================================
Unit: 243 RAF
Pilot: Sgt,Pilot: R. A. Weber.
Code: WP-C
Serial: W8137
Kallang, Singapore.
December 1941.
Malaya / Burma / Singapore February 1941 - February 1942
No 243 Squadron was formed in August 1918 from Nos 414 and 415 Flights of the seaplane station at Cherbourg which had been functioning as an out-station of Calshot while part of the Royal Naval Air Service. Its seaplanes carried out anti-submarine patrols off the French coast and around the Channel Islands until the end of the war and it disbanded on 15 March 1919.
On 12 March 1941, No.243 reformed at Kallang as a fighter squadron for the defence of Singapore. The shortcomings of its Buffaloes were soon apparent and when Japanese fighters came within range, the squadron suffered heavy loses and by the end of January 1942 was operating its surviving aircraft as part of a mixed force, the other Buffalo squadrons being in a similar state. Its identity was gradually lost to the evacuation of redundant personnel and by the time all fighters were withdrawn from the Singapore airfields, it no longer existed as a unit, having been disbanded on 20 January 1942.
Sunderland MkIII
=====================================
Unit: 230 Squadron, RAF
Code: R
Serial: JM 712
Koggala,
Ceylon.
1943-44.
230 Sqn carried out patrols over the Indian Ocean and operated a detachment from Ceylon, carrying out attacks on enemy shipping in the Bay of Bengal. The Squadron was formed at Felixstowe on 20 August 1918 by combining three locally based seaplane Flights and took up maritime reconnaissance flights over the North Sea. The Squadron did not disband after the Armistice, remaining at Felixstowe with F5 floatplanes until 1922 when it moved to Calshot, disbanding in April 1923.
Reformed at Pembroke Dock on 1 December 1934, the Squadron was without aircraft until April 1935 when the first Singapore IIIs arrived. The following year, No 230 flew to Seletar, Singapore where Sunderlands were received during 1938. Following the declaration of war, the Squadron moved to Egypt and mounted anti-submarine patrols over the Mediterranean. Operation stepped up with the entry of Italy to the War, and the unit's aircraft transported freight and troops between Egypt and North Africa before joining the evacuation of Greece, Yugoslavia and Crete during 1941. In January 1943, No 230 moved to East Africa for patrols over the Indian Ocean before successive moves to Ceylon and India found the Squadron returning British servicemen home after the end of the War.
Sunderland MkIII
=====================================
Unit: 230 Squadron, RAF
Code: P
Serial: JM 673
Koggala,
Ceylon.
1944-45.
230 Sqn carried out patrols over the Indian Ocean and operated a detachment from Ceylon. Coded P-Peter, she was painted in a non-standard black scheme for use in dawn and dusk attacks on enemy shipping in the Bay of Bengal. The aircraft was watched on shore radar as it headed for a massive cyclone off the Ceylon coast and disappeared without a trace.
The Sunderland was a maritime patrol aircraft developed from Short's Empire flying boat, built as a passenger airliner in the 1930s. The prototype first flew in October 1937, and the first production model entered service with the Royal Air Force (RAF) in June 1938. In May 1939, it was decided to equip two Royal Australian Air Force (RAAF) squadrons with Sunderlands. Personnel from the first of these 10 Squadron were in the United Kingdom, preparing to take delivery of their aircraft when the Second World War broke out. A second Sunderland squadron 461 was formed in Britain in 1941.
During the war the Sunderland was employed by the air forces of Australia, Britain, and Canada. It was used principally to escort merchant convoys and hunt enemy submarines in the Atlantic Ocean, and destroyed over 60 U-boats. Belying its somewhat unwieldy appearance, the Sunderland was heavily armed and able to give good account of itself when attacked, which led to German aircrew nicknaming it 'the flying porcupine'. Many improvements were made to the Sunderland during its career, including the fitting of air to surface radar, increased armament, and more powerful engines. Several of these modifications resulted from trials carried out by the RAAF Sunderland squadrons.
Strictly not a SEAC aircraft, but still a RAF squadron.
Spitfire MkVb
=====================================
Unit: 54 squadron, RAF.
Pilot: Sqn.Ldr. E. M Gibbs
Serial: BS164 DL-K
Darwin, N.T.
Australia,
January 1943.
The early days of World War II for 54 squadron were spent patrolling the Kent coast until, in May 1940, the unit provided air cover for the evacuation of Dunkirk, claiming 31 aircraft shot down for the loss of 4 pilots and seven Spitfires.
From July, the Squadron was heavily engaged in the Battle of Britain, often using RAF Manston as a forward operating base. The fighting was intense, and losses were heavy, with the Squadron being withdrawn to RAF Catterick on 2 September 1940. One notable pilot during the first year of the year was Al Deere, who claimed 11 German aircraft shot down, while himself being shot down 7 times.
No. 54 Squadron returned to Hornchurch in February 1941, flying fighter sweeps and bomber escort missions over Northern France until November 1941, when it moved north to RAF Castletown, Caithness, undertaking coastal patrols over the Pentland Firth. In June 1942, the squadron was moved to RAF Wellingore, to prepare for moving to Australia.
In mid-1942, the squadron left for Australia. In January, 1943, it joined No. 1 Wing (Spitfire Wing) of the Royal Australian Air Force, a Spitfire unit responsible for air defence duties against Japanese aircraft in the Darwin area. Initially, the wing as a whole suffered from the inexperience of its pilots and mechanical problems caused during the shipment of Spitfires. Although contact with the Japanese was generally brief, 54 Squadron pilots scored a number of kills. Following the end of the war, the squadron disbanded in Melbourne on 31 October 1945.
Spitfire XIVc
=====================================
17 Squadron RAF
Pilot: Squadron Leader James -Ginger- Lacey
Burma, South East Asia Command.
1944.
No 17 Squadron was formed at Gosport on 1 February 1915 and after a period of training embarked for Egypt in November. On 24 December, it began to make reconnaissance flights over the Turkish lines in Sinai, also flying in support of troops engaged with Turkish army units in the Western Desert. Detachments were also to be found in Arabia until July 1916, when the Squadron was sent to Salonika as a mixed unit of twelve BE2cs for reconnaissance and a scout component of two DH2s and three Bristol Scouts. At first it was the only RFC unit in Macedonia but was later joined by others in April 1918, handed over its fighters to a newly-formed No 150 Squadron. For the rest of the war, it was engaged in tactical reconnaissance and artillery spotting on the Bulgarian border. In December 1918, the squadron re-equipped with twelve DH9s and six Camels, sending A Flight to Batum to support the White Russian forces and B and C Flights to Constantinople in January 1919. On 14 November 1919, No 17 was disbanded.
Reforming at Hawkinge on 1 April 1924, with Snipes No 17 formed part of the fighter defence of the UK until the outbreak of World War Two. Successively equipped Woodcocks, Siskins, Bulldogs and Gauntlets, the squadron remained in the UK during the Abyssinian crisis but lost most of its Bulldogs as reinforcements for squadrons moving to the Middle East and had to fly Harts for a period. In June 1939, Hurricanes were received and flew defensive patrols until the German attack on France in May 1940. Fighter sweeps were then flown over Holland Belgium and French airfields were used to cover the retreat of allied troops. In June the squadron moved to Brittany as the remnants of BEF and RAF units in France were evacuated, retiring to the Channel Islands two days before returning to the UK. No 17 flew over southern England throughout the Battle of Britain, being moved to northern Scotland in April 1941. In November 1941, the squadron sailed for the Far East where war broke out in December. Diverted to Burma, it arrived in January 1942, as Japanese troops neared Rangoon. Defensive patrols were flown until the Rangoon airfields were overrun and No 17 moved north, eventually being cut off from India while operating from Lashio. The surviving aircraft were flown out and the ground personnel made their way across Burma to the Indian border. By the end of May, the squadron had re-assembled at Calcutta and in June received aircraft again for the defence of the area. Ground attack missions began in February 1943 and continued until August, when the squadron moved to Ceylon. Spitfires began to arrive in March 1944 and were taken back to the Burma front in November to fly escort and ground attack missions. In June 1945 , it was withdrawn to prepare for the invasion of Malaya and was taken by carrier to the landing beaches near Penang in early September soon after the Japanese capitulation. In April 1946, it arrived in Japan to form part of the Commonwealth occupation force until disbanded on 23 February 1948.
Brewster B339E Buffalo MkI.
=====================================
Unit: 243 RAF
Pilot: Sgt,Pilot: R. A. Weber.
Code: WP-C
Serial: W8137
Kallang, Singapore.
December 1941.
Malaya / Burma / Singapore February 1941 - February 1942
No 243 Squadron was formed in August 1918 from Nos 414 and 415 Flights of the seaplane station at Cherbourg which had been functioning as an out-station of Calshot while part of the Royal Naval Air Service. Its seaplanes carried out anti-submarine patrols off the French coast and around the Channel Islands until the end of the war and it disbanded on 15 March 1919.
On 12 March 1941, No.243 reformed at Kallang as a fighter squadron for the defence of Singapore. The shortcomings of its Buffaloes were soon apparent and when Japanese fighters came within range, the squadron suffered heavy loses and by the end of January 1942 was operating its surviving aircraft as part of a mixed force, the other Buffalo squadrons being in a similar state. Its identity was gradually lost to the evacuation of redundant personnel and by the time all fighters were withdrawn from the Singapore airfields, it no longer existed as a unit, having been disbanded on 20 January 1942.
Sunderland MkIII
=====================================
Unit: 230 Squadron, RAF
Code: R
Serial: JM 712
Koggala,
Ceylon.
1943-44.
230 Sqn carried out patrols over the Indian Ocean and operated a detachment from Ceylon, carrying out attacks on enemy shipping in the Bay of Bengal. The Squadron was formed at Felixstowe on 20 August 1918 by combining three locally based seaplane Flights and took up maritime reconnaissance flights over the North Sea. The Squadron did not disband after the Armistice, remaining at Felixstowe with F5 floatplanes until 1922 when it moved to Calshot, disbanding in April 1923.
Reformed at Pembroke Dock on 1 December 1934, the Squadron was without aircraft until April 1935 when the first Singapore IIIs arrived. The following year, No 230 flew to Seletar, Singapore where Sunderlands were received during 1938. Following the declaration of war, the Squadron moved to Egypt and mounted anti-submarine patrols over the Mediterranean. Operation stepped up with the entry of Italy to the War, and the unit's aircraft transported freight and troops between Egypt and North Africa before joining the evacuation of Greece, Yugoslavia and Crete during 1941. In January 1943, No 230 moved to East Africa for patrols over the Indian Ocean before successive moves to Ceylon and India found the Squadron returning British servicemen home after the end of the War.
Sunderland MkIII
=====================================
Unit: 230 Squadron, RAF
Code: P
Serial: JM 673
Koggala,
Ceylon.
1944-45.
230 Sqn carried out patrols over the Indian Ocean and operated a detachment from Ceylon. Coded P-Peter, she was painted in a non-standard black scheme for use in dawn and dusk attacks on enemy shipping in the Bay of Bengal. The aircraft was watched on shore radar as it headed for a massive cyclone off the Ceylon coast and disappeared without a trace.
The Sunderland was a maritime patrol aircraft developed from Short's Empire flying boat, built as a passenger airliner in the 1930s. The prototype first flew in October 1937, and the first production model entered service with the Royal Air Force (RAF) in June 1938. In May 1939, it was decided to equip two Royal Australian Air Force (RAAF) squadrons with Sunderlands. Personnel from the first of these 10 Squadron were in the United Kingdom, preparing to take delivery of their aircraft when the Second World War broke out. A second Sunderland squadron 461 was formed in Britain in 1941.
During the war the Sunderland was employed by the air forces of Australia, Britain, and Canada. It was used principally to escort merchant convoys and hunt enemy submarines in the Atlantic Ocean, and destroyed over 60 U-boats. Belying its somewhat unwieldy appearance, the Sunderland was heavily armed and able to give good account of itself when attacked, which led to German aircrew nicknaming it 'the flying porcupine'. Many improvements were made to the Sunderland during its career, including the fitting of air to surface radar, increased armament, and more powerful engines. Several of these modifications resulted from trials carried out by the RAAF Sunderland squadrons.
Strictly not a SEAC aircraft, but still a RAF squadron.
Spitfire MkVb
=====================================
Unit: 54 squadron, RAF.
Pilot: Sqn.Ldr. E. M Gibbs
Serial: BS164 DL-K
Darwin, N.T.
Australia,
January 1943.
The early days of World War II for 54 squadron were spent patrolling the Kent coast until, in May 1940, the unit provided air cover for the evacuation of Dunkirk, claiming 31 aircraft shot down for the loss of 4 pilots and seven Spitfires.
From July, the Squadron was heavily engaged in the Battle of Britain, often using RAF Manston as a forward operating base. The fighting was intense, and losses were heavy, with the Squadron being withdrawn to RAF Catterick on 2 September 1940. One notable pilot during the first year of the year was Al Deere, who claimed 11 German aircraft shot down, while himself being shot down 7 times.
No. 54 Squadron returned to Hornchurch in February 1941, flying fighter sweeps and bomber escort missions over Northern France until November 1941, when it moved north to RAF Castletown, Caithness, undertaking coastal patrols over the Pentland Firth. In June 1942, the squadron was moved to RAF Wellingore, to prepare for moving to Australia.
In mid-1942, the squadron left for Australia. In January, 1943, it joined No. 1 Wing (Spitfire Wing) of the Royal Australian Air Force, a Spitfire unit responsible for air defence duties against Japanese aircraft in the Darwin area. Initially, the wing as a whole suffered from the inexperience of its pilots and mechanical problems caused during the shipment of Spitfires. Although contact with the Japanese was generally brief, 54 Squadron pilots scored a number of kills. Following the end of the war, the squadron disbanded in Melbourne on 31 October 1945.
Capt. Winters
Charter Member
Some US aircraft from all Services covering all the regions and periods of the CBI and PTO.
Supplied from SkyUnlimited 2 of there outstanding P51 models.
North American P-51A-10 Mustang
====================================
Unit: 76th FS, 23rd FG,
14th U.S. Army Air Force.
Serial: 122 (43-6303)
Nose art: Lynn
Pilot - Capt.John S. Stewart.
Hsiang Valley, Hunan Province,
China. June 17–25 1944.
By June 15, 1942, under orders from Tenth Air Force, an advance cadre of pilots and aircraft had proceeded over the infamous Hump route to Kunming, China, for combat familiarization. Without ceremony, the 23rd Fighter Group was activated July 4, 1942, marking the first such activation of a fighter group on a field of battle.
Claire L. Chennault, meanwhile, had been recalled to active duty with the rank of Brigadier General and placed at the head of the China Air Task Force (later to become Fourteenth Air Force). The 23d Fighter Group, a component of the CATF, was assigned three squadrons — the 74th, 75th and 76th Fighter Squadrons.
The group inherited the mission of the 1st American Volunteer Group Flying Tigers. Five of Chennault’s staff officers, five pilots and 19 ground crewmen entered the U.S. Army Air Forces and became members of the 23d Fighter Group. Approximately 25 AVG pilots, still in civilian status, volunteered to extend their contracts for two weeks to train the new group following the disbanding of their organisation.
The original aircraft of the group were a mixture of P-40s from a batch of 50 sent to China for the AVG between January and June 1942, and a followup shipment of 68 P-40Es sent to India and then flown over the Hump by the squadrons to be assigned to the 23rd.
Others from the ranks of the original Flying Tigers left China when their contracts expired, although some returned to duty later with the Army Air Forces in the China-Burma-India Theater. In addition to inheriting operational responsibilities from the AVG, the 23d Fighter Group also benefited from the knowledge and experience of the AVG pilots, and took on the nickname of the disbanded unit.
On the very first day of its activation, the 23d Fighter Group engaged three successive waves of enemy aircraft and promptly recorded the destruction of five enemy aircraft with no losses to itself.
The next three years saw the 23d Fighter Group involved in much of the action over southeast and southwest Asia. The unit helped pioneer a number of innovative fighter and fighter-bomber tactics. The Group used its so-called B-40 (P-40's carrying 1,000-pound bombs) to destroy Japanese bridges and kill bridge repair crews, sometimes demolishing their target with a single bomb. The unit gained another increase in capability with its conversion to the North American P-51 Mustang aircraft in November 1943.
General Claire Chennault with a P-51 Mustang and pilots of the 23rd FG Representative of the encounters undertaken by this small and often ill-equipped group was the defense against a major Japanese push down the Hsiang Valley in Hunan Province June 17–25, 1944. Ignoring inhibiting weather conditions and heavy ground fire, the 23d Fighter Group provided air support for Chinese land forces and repeatedly struck at enemy troops and transportation. Its efforts in this instance earned it the Distinguished Unit Citation for outstanding performance of duty in action against the enemy.
North American P-51B Mustang
=====================================
USAAF 23rd FG, 75th FS, 14th Air Force.
Serial number: 43-6769
Saichwan,
China.
late 1943.
David Tex Hill earned his wings as a U.S. Naval Aviator in 1939 and joined the fleet as a Devastator torpedo bomber pilot before joining a Dauntless dive bomber squadron aboard the USS Ranger. In 1941, he was recruited to join the 1st American Volunteer Group (AVG) . He learned to fly the P-40 in the AVG training program in Burma. By the time the AVG was disbanded in the summer of 1942, Hill was a double ace, credited with 12.25 victories.
On Thanksgiving Day 1943, he led a force of 12 B-25's, 10 P-38's, and 8 new P-51's from Saichwan, China, on the first strike against Formosa. The Japanese had 100 bombers and 100 fighters located at Shimchiku Airfield, and the bombers were landing as Hill's force arrived. The enemy managed to get seven fighters airborne, but they were promptly shot down. Forty-two Japanese airplanes were destroyed, and 12 more were probably destroyed in the attack. The American force returned home with no casualties.
After the deactivation of the Flying Tigers in July 1942, Hill was one of only five Flying Tigers to join its USAAF successor, the USAAF 23rd Fighter Group with the rank of major. He activated the 75th Fighter Squadron and later commanded the 23rd Fighter Group as a Colonel. Before returning to the states in late 1944, Hill and his P-51 shot down another six Japanese aircraft. Hill was credited with destroying a total of 18.25 enemy aircraft.
Republic P-47D-30 Thunderbolt
====================================
Unit: 342nd FS 348th FG 5th USAAF
Serial: 2 (5744)
San Marcelino, Luzon,
Philippines.
November 1944.
The US 8th Air Force began to receive its first P- 47Ds towards the end of 1943, and the variant later began to equip units of the 8th and 15th Air Forces in Europe. The 348th Fighter Group in Australia was the first to introduce the type in the Pacific theatre when it received its first aircraft late in 1943.
Constituted as 348th Fighter Group on 24 Sep 1942 and activated on 30 Sep. Prepared for combat with P-47's. Moved to the Southwest Pacific, May-Jun 1943, and assigned to Fifth AF. The 348th then operated from New Guinea and Noemfoor until Nov 1944. Flying combat patrols and reconnaissance missions and escorted bombers to targets in New Guinea and New Britain.
Col Neel E Kearby was awarded the Medal of Honor for action over New Guinea on 11 Oct 1943: after leading a flight of four fighters to reconnoiter the enemy base at Wewak, Col Kearby sighted a Japanese bomber formation escorted by more than 30 fighters, despite the heavy odds and a low fuel supply, and although his mission had been accomplished, Kearby ordered an attack, personally destroying six of the enemy planes.
For covering Allied landings and supporting ground forces on New Britain, 16-31 Dec 1943, the group was awarded a DUC. In 1944 they began to attack airfields, installations, and shipping in western New Guinea, Ceram, and Halmahera to aid in neutralising those areas preparatory to the US invasion of the Philippines.
After moving to the Philippines in Nov 1944, they provided cover for convoys, flew patrols, escorted bombers, attacked enemy airfields, and supported ground forces. The 348th Received a DUC for withstanding assaults by enemy fighters to cover bombers raiding Clark Field on 24 Dec 1944. In addition the 348th attacked shipping along the China coast and escorted bombers to Formosa and the Asiatic mainland. Moving to the Ryukyus in Jul 1945 and completed some escort and attack missions to Kyushu before the war ended. Moved to Japan in Oct 1945 as part of Far East Air Forces.
Lockheed P-38f Lightning
=====================================
USAAF 433rd-FS, 475-FG, 5th AF,
pilot: 1st LT Charles Grice
Serial number 175.
Port Moresby
New Guinea.
1943.
In 1943 Japanese air strength in the South West Pacific theatre of World War II was powerful, and they were capable of launching large scale attacks against ground forces and installations at any time. On New Guinea, the Japanese had many bases from which to launch their air strikes.
The swiftest and most effective means of gaining control of the air was to bomb both of those Japanese strongholds and destroy as many aircraft on the ground as possible. Such bombing strikes could best be accomplished during daylight hours, when fighter escort was essential. The only fighter aircraft then in the Southwest Pacific with sufficient range to escort bombers to and from Rabaul and Wewak was the Lockheed P-38 Lightning. However, the limited P-38 strength in the Fifth Air Force in April 1943 consisted of only three squadrons (the 80th Fighter Squadron of the 8th Fighter Group, the 39th Fighter Squadron of the 35th Fighter Group, and the 9th Fighter Squadron of the 49th Fighter Group). The limited number of Lightnings available during late 1942 and early 1943 had to be used to make up attrition in these squadrons.
To augment the small force, the 475th Fighter Group was activated as a P-38 unit on 14 May 1943 at Amberley airfield in Queensland, Australia. However, the continuing shortage of P-38s forced the 35th and 49th Fighter Groups to convert their single P-38 squadrons to P-47Ds, thus leaving the Fifth Air Force at the end of 1943 with only the 475th Fighter Group, and the 80 FS from the 8th Fighter Group.
Operational squadrons of the 475th were the 431st, 432nd and 433rd Fighter. The group was specifically trained to provide long-range escort for bombers during daylight raids on Japanese airfields and strongholds in the Netherlands Indies and the Bismarck Archipelago. On 14 August 1943, the 475th Fighter Group and its 431st, 432nd and 433rd Fighter Squadrons transferred from Amberley airfield to Dobodura, in New Guinea. The 431st and 432nd operated from Port Moresby. The 431st operated until October 1943 and the 432nd until September 1943. The 433rd squadron flew its first mission on 15 August 1943.
The 475 FG received a Distinguished Unit Citation for missions in August 1943 when the group not only protected B-25 Mitchells that were engaged in strafing attacks on airdromes at Wewak but also destroyed a number of the enemy fighter planes that attacked the formation.
The group received a second DUC for intercepting and destroying many of the planes the Japanese sent against American shipping in Oro Bay on 15 and 17 October 1943. Covered landings in New Guinea, New Britain, and the Schouten Islands. After moving to Biak in July 1944, the group flew escort missions and fighter sweeps to the southern Philippines, Celebes, Halmahera, and Borneo.
For a while, the 475th included among its personnel the famous pilot Charles Lindbergh. He was serving with the Group as a technical representative from the United Aircraft Corporation. Lindbergh flew a number of combat missions with the Group in June and August 1944 as a civilian to instruct pilots on how to use their cruise control to get maximum range and endurance from their P-38Js. On 28 July, Lindbergh was credited with shooting down a Japanese Mitsubishi Ki-51 over Elpaputih Bay in the Dutch East Indies in a 433rd Fighter Squadron P-38.
The group moved to the Philippines in October 1944 and received another DUC for bombing and strafing enemy airfields and installations, escorting bombers, and engaging in aerial combat during the first stages of the Allied campaign to recover the Philippines, October and December 1944.
The group flew many missions to support ground forces on Luzon during the first part of 1945. They also flew escort missions to China and attacked railways on Formosa. They began preparing for the move to Ie Shima near Okinawa in August but the war ended before the movement was completed.
Curtiss P-36A
============================
USAAF 46th PS, 15th PG.
pilot: Lt. Phil Rasmussan.
Serial number 86
Wheeler Field, Hawaii.
7th December 1941.
The P-36 served with ten Pursuit Groups and one Composite Group of the Army Air Corps. The 1st, 8th and 20th Pursuit Groups all used it in the United States, but had replaced it with more modern aircraft before December 1941, as had the 18th Pursuit Group on Hawaii. The 16th and 32nd Pursuit Groups both operated the P-36 in the Panama Canal Zone. The 16th replaced in it 1941, but the 32nd may have kept some into 1943 when it was disbanded. The 35th and 36th Pursuit Groups operated the P-36 while they were training up after being formed, but both replaced it before moving overseas - the 35th to the Philippines and the 36th to Puetro Rico.
The P-36 was the standard Air Corps fighter of 1939. It, the A-17 and the B-18 accounted for 700 of the 800 first line aircraft in the corps. Even by 1939 it was obsolescent, with a lower service ceiling, top speed and weaker armament than the Spitfire of Bf 109. Worse, the P-36 was at the peak of its development while both the British and German fighter had plenty of scope for further improvements.
Only two groups were operating the P-36 on 7 December 1941. The 28th Composite Group, in Alaska, was equipped with twelve B-18As and twenty P-36s. The 15th Pursuit Group, on Hawaii, was equipped with a number of P-36s, alongside more modern P-39s and P-40s. All of these modern aircraft had only recently arrived on Hawaii. Thirty-one P-36s with their pilots and crew chiefs had departed for Hawaii on the carrier Enterprise in February 1941, soon followed by the P-40s.
Very few American fighter aircraft were able to get into the air during the Japanese attack on Pearl Harbor. Thirty-five minutes after the initial attack two P-36s and four P-40s were able to take off from Wheeler Field, and at 08.50 another four P-36s of the 46th Pursuit Squadron were able to get into the air. They attacked a Japanese formation near Bellows Field, shooting down two Japanese aircraft for the loss of one P-36.
The 47th Pursuit Squadron at Haleiwa airfield was the most successful unit on the day. Their base wasn't subject to the same heavy attacks as Wheeler Field, and between 08.15 and 10.00 a small number of pilots were able to fly repeated sorties, often alternating between the P-36 and P-40. After the attack was over the surviving P-36s took part in the unsuccessful attempts to locate the Japanese fleet. After Pearl Harbor the P-36 rapidly went out of service. By the summer of 1942 VII Fighter Command on Hawaii had 28 P-26s, of which 22 were serviceable, but had five times more P-40s, with 101 serviceable out of a total of 134.
Supplied from SkyUnlimited 2 of there outstanding P51 models.
North American P-51A-10 Mustang
====================================
Unit: 76th FS, 23rd FG,
14th U.S. Army Air Force.
Serial: 122 (43-6303)
Nose art: Lynn
Pilot - Capt.John S. Stewart.
Hsiang Valley, Hunan Province,
China. June 17–25 1944.
By June 15, 1942, under orders from Tenth Air Force, an advance cadre of pilots and aircraft had proceeded over the infamous Hump route to Kunming, China, for combat familiarization. Without ceremony, the 23rd Fighter Group was activated July 4, 1942, marking the first such activation of a fighter group on a field of battle.
Claire L. Chennault, meanwhile, had been recalled to active duty with the rank of Brigadier General and placed at the head of the China Air Task Force (later to become Fourteenth Air Force). The 23d Fighter Group, a component of the CATF, was assigned three squadrons — the 74th, 75th and 76th Fighter Squadrons.
The group inherited the mission of the 1st American Volunteer Group Flying Tigers. Five of Chennault’s staff officers, five pilots and 19 ground crewmen entered the U.S. Army Air Forces and became members of the 23d Fighter Group. Approximately 25 AVG pilots, still in civilian status, volunteered to extend their contracts for two weeks to train the new group following the disbanding of their organisation.
The original aircraft of the group were a mixture of P-40s from a batch of 50 sent to China for the AVG between January and June 1942, and a followup shipment of 68 P-40Es sent to India and then flown over the Hump by the squadrons to be assigned to the 23rd.
Others from the ranks of the original Flying Tigers left China when their contracts expired, although some returned to duty later with the Army Air Forces in the China-Burma-India Theater. In addition to inheriting operational responsibilities from the AVG, the 23d Fighter Group also benefited from the knowledge and experience of the AVG pilots, and took on the nickname of the disbanded unit.
On the very first day of its activation, the 23d Fighter Group engaged three successive waves of enemy aircraft and promptly recorded the destruction of five enemy aircraft with no losses to itself.
The next three years saw the 23d Fighter Group involved in much of the action over southeast and southwest Asia. The unit helped pioneer a number of innovative fighter and fighter-bomber tactics. The Group used its so-called B-40 (P-40's carrying 1,000-pound bombs) to destroy Japanese bridges and kill bridge repair crews, sometimes demolishing their target with a single bomb. The unit gained another increase in capability with its conversion to the North American P-51 Mustang aircraft in November 1943.
General Claire Chennault with a P-51 Mustang and pilots of the 23rd FG Representative of the encounters undertaken by this small and often ill-equipped group was the defense against a major Japanese push down the Hsiang Valley in Hunan Province June 17–25, 1944. Ignoring inhibiting weather conditions and heavy ground fire, the 23d Fighter Group provided air support for Chinese land forces and repeatedly struck at enemy troops and transportation. Its efforts in this instance earned it the Distinguished Unit Citation for outstanding performance of duty in action against the enemy.
North American P-51B Mustang
=====================================
USAAF 23rd FG, 75th FS, 14th Air Force.
Serial number: 43-6769
Saichwan,
China.
late 1943.
David Tex Hill earned his wings as a U.S. Naval Aviator in 1939 and joined the fleet as a Devastator torpedo bomber pilot before joining a Dauntless dive bomber squadron aboard the USS Ranger. In 1941, he was recruited to join the 1st American Volunteer Group (AVG) . He learned to fly the P-40 in the AVG training program in Burma. By the time the AVG was disbanded in the summer of 1942, Hill was a double ace, credited with 12.25 victories.
On Thanksgiving Day 1943, he led a force of 12 B-25's, 10 P-38's, and 8 new P-51's from Saichwan, China, on the first strike against Formosa. The Japanese had 100 bombers and 100 fighters located at Shimchiku Airfield, and the bombers were landing as Hill's force arrived. The enemy managed to get seven fighters airborne, but they were promptly shot down. Forty-two Japanese airplanes were destroyed, and 12 more were probably destroyed in the attack. The American force returned home with no casualties.
After the deactivation of the Flying Tigers in July 1942, Hill was one of only five Flying Tigers to join its USAAF successor, the USAAF 23rd Fighter Group with the rank of major. He activated the 75th Fighter Squadron and later commanded the 23rd Fighter Group as a Colonel. Before returning to the states in late 1944, Hill and his P-51 shot down another six Japanese aircraft. Hill was credited with destroying a total of 18.25 enemy aircraft.
Republic P-47D-30 Thunderbolt
====================================
Unit: 342nd FS 348th FG 5th USAAF
Serial: 2 (5744)
San Marcelino, Luzon,
Philippines.
November 1944.
The US 8th Air Force began to receive its first P- 47Ds towards the end of 1943, and the variant later began to equip units of the 8th and 15th Air Forces in Europe. The 348th Fighter Group in Australia was the first to introduce the type in the Pacific theatre when it received its first aircraft late in 1943.
Constituted as 348th Fighter Group on 24 Sep 1942 and activated on 30 Sep. Prepared for combat with P-47's. Moved to the Southwest Pacific, May-Jun 1943, and assigned to Fifth AF. The 348th then operated from New Guinea and Noemfoor until Nov 1944. Flying combat patrols and reconnaissance missions and escorted bombers to targets in New Guinea and New Britain.
Col Neel E Kearby was awarded the Medal of Honor for action over New Guinea on 11 Oct 1943: after leading a flight of four fighters to reconnoiter the enemy base at Wewak, Col Kearby sighted a Japanese bomber formation escorted by more than 30 fighters, despite the heavy odds and a low fuel supply, and although his mission had been accomplished, Kearby ordered an attack, personally destroying six of the enemy planes.
For covering Allied landings and supporting ground forces on New Britain, 16-31 Dec 1943, the group was awarded a DUC. In 1944 they began to attack airfields, installations, and shipping in western New Guinea, Ceram, and Halmahera to aid in neutralising those areas preparatory to the US invasion of the Philippines.
After moving to the Philippines in Nov 1944, they provided cover for convoys, flew patrols, escorted bombers, attacked enemy airfields, and supported ground forces. The 348th Received a DUC for withstanding assaults by enemy fighters to cover bombers raiding Clark Field on 24 Dec 1944. In addition the 348th attacked shipping along the China coast and escorted bombers to Formosa and the Asiatic mainland. Moving to the Ryukyus in Jul 1945 and completed some escort and attack missions to Kyushu before the war ended. Moved to Japan in Oct 1945 as part of Far East Air Forces.
Lockheed P-38f Lightning
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USAAF 433rd-FS, 475-FG, 5th AF,
pilot: 1st LT Charles Grice
Serial number 175.
Port Moresby
New Guinea.
1943.
In 1943 Japanese air strength in the South West Pacific theatre of World War II was powerful, and they were capable of launching large scale attacks against ground forces and installations at any time. On New Guinea, the Japanese had many bases from which to launch their air strikes.
The swiftest and most effective means of gaining control of the air was to bomb both of those Japanese strongholds and destroy as many aircraft on the ground as possible. Such bombing strikes could best be accomplished during daylight hours, when fighter escort was essential. The only fighter aircraft then in the Southwest Pacific with sufficient range to escort bombers to and from Rabaul and Wewak was the Lockheed P-38 Lightning. However, the limited P-38 strength in the Fifth Air Force in April 1943 consisted of only three squadrons (the 80th Fighter Squadron of the 8th Fighter Group, the 39th Fighter Squadron of the 35th Fighter Group, and the 9th Fighter Squadron of the 49th Fighter Group). The limited number of Lightnings available during late 1942 and early 1943 had to be used to make up attrition in these squadrons.
To augment the small force, the 475th Fighter Group was activated as a P-38 unit on 14 May 1943 at Amberley airfield in Queensland, Australia. However, the continuing shortage of P-38s forced the 35th and 49th Fighter Groups to convert their single P-38 squadrons to P-47Ds, thus leaving the Fifth Air Force at the end of 1943 with only the 475th Fighter Group, and the 80 FS from the 8th Fighter Group.
Operational squadrons of the 475th were the 431st, 432nd and 433rd Fighter. The group was specifically trained to provide long-range escort for bombers during daylight raids on Japanese airfields and strongholds in the Netherlands Indies and the Bismarck Archipelago. On 14 August 1943, the 475th Fighter Group and its 431st, 432nd and 433rd Fighter Squadrons transferred from Amberley airfield to Dobodura, in New Guinea. The 431st and 432nd operated from Port Moresby. The 431st operated until October 1943 and the 432nd until September 1943. The 433rd squadron flew its first mission on 15 August 1943.
The 475 FG received a Distinguished Unit Citation for missions in August 1943 when the group not only protected B-25 Mitchells that were engaged in strafing attacks on airdromes at Wewak but also destroyed a number of the enemy fighter planes that attacked the formation.
The group received a second DUC for intercepting and destroying many of the planes the Japanese sent against American shipping in Oro Bay on 15 and 17 October 1943. Covered landings in New Guinea, New Britain, and the Schouten Islands. After moving to Biak in July 1944, the group flew escort missions and fighter sweeps to the southern Philippines, Celebes, Halmahera, and Borneo.
For a while, the 475th included among its personnel the famous pilot Charles Lindbergh. He was serving with the Group as a technical representative from the United Aircraft Corporation. Lindbergh flew a number of combat missions with the Group in June and August 1944 as a civilian to instruct pilots on how to use their cruise control to get maximum range and endurance from their P-38Js. On 28 July, Lindbergh was credited with shooting down a Japanese Mitsubishi Ki-51 over Elpaputih Bay in the Dutch East Indies in a 433rd Fighter Squadron P-38.
The group moved to the Philippines in October 1944 and received another DUC for bombing and strafing enemy airfields and installations, escorting bombers, and engaging in aerial combat during the first stages of the Allied campaign to recover the Philippines, October and December 1944.
The group flew many missions to support ground forces on Luzon during the first part of 1945. They also flew escort missions to China and attacked railways on Formosa. They began preparing for the move to Ie Shima near Okinawa in August but the war ended before the movement was completed.
Curtiss P-36A
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USAAF 46th PS, 15th PG.
pilot: Lt. Phil Rasmussan.
Serial number 86
Wheeler Field, Hawaii.
7th December 1941.
The P-36 served with ten Pursuit Groups and one Composite Group of the Army Air Corps. The 1st, 8th and 20th Pursuit Groups all used it in the United States, but had replaced it with more modern aircraft before December 1941, as had the 18th Pursuit Group on Hawaii. The 16th and 32nd Pursuit Groups both operated the P-36 in the Panama Canal Zone. The 16th replaced in it 1941, but the 32nd may have kept some into 1943 when it was disbanded. The 35th and 36th Pursuit Groups operated the P-36 while they were training up after being formed, but both replaced it before moving overseas - the 35th to the Philippines and the 36th to Puetro Rico.
The P-36 was the standard Air Corps fighter of 1939. It, the A-17 and the B-18 accounted for 700 of the 800 first line aircraft in the corps. Even by 1939 it was obsolescent, with a lower service ceiling, top speed and weaker armament than the Spitfire of Bf 109. Worse, the P-36 was at the peak of its development while both the British and German fighter had plenty of scope for further improvements.
Only two groups were operating the P-36 on 7 December 1941. The 28th Composite Group, in Alaska, was equipped with twelve B-18As and twenty P-36s. The 15th Pursuit Group, on Hawaii, was equipped with a number of P-36s, alongside more modern P-39s and P-40s. All of these modern aircraft had only recently arrived on Hawaii. Thirty-one P-36s with their pilots and crew chiefs had departed for Hawaii on the carrier Enterprise in February 1941, soon followed by the P-40s.
Very few American fighter aircraft were able to get into the air during the Japanese attack on Pearl Harbor. Thirty-five minutes after the initial attack two P-36s and four P-40s were able to take off from Wheeler Field, and at 08.50 another four P-36s of the 46th Pursuit Squadron were able to get into the air. They attacked a Japanese formation near Bellows Field, shooting down two Japanese aircraft for the loss of one P-36.
The 47th Pursuit Squadron at Haleiwa airfield was the most successful unit on the day. Their base wasn't subject to the same heavy attacks as Wheeler Field, and between 08.15 and 10.00 a small number of pilots were able to fly repeated sorties, often alternating between the P-36 and P-40. After the attack was over the surviving P-36s took part in the unsuccessful attempts to locate the Japanese fleet. After Pearl Harbor the P-36 rapidly went out of service. By the summer of 1942 VII Fighter Command on Hawaii had 28 P-26s, of which 22 were serviceable, but had five times more P-40s, with 101 serviceable out of a total of 134.