Edition 3

PAKENHAM MODELLERS GROUP

RAAF Home Games

Display handbook

Compiled by V.Wragg

DISPLAYING A SELECTION OF AIRCRAFT THAT WERE

INSTRUMENTAL IN THE DEFENCE OF AUSTRALIA AND ALSO

WERE PART OF AUSTRALIA’S CONTRIBUTION TO THE FINAL

ALLIED VICTORY IN THE PACIFIC WAR. 1942 to 1945

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“If I liken the Pacific War to a football match, I can say to you that the first

half is over, we have kicked off after the interval, and we are going to carry

the ball into enemy territory for a smashing victory”

John Curtin – Australian Prime Minister 1941 - 1945

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Title Page Number

Lockheed Hudson 3

Brewster Buffalo 4

CAC Wirraway 5

Avro Anson 7

P-40 Kittyhawk 8

CAC Boomerang 9

Catalina 10

Spitfire 11

Beaufort Bomber 12

A-20 Boston Havoc 14

B-25 Mitchell 16

Vultee Vengeance 17

Beaufighter 18

B-24 Liberator 19

C-47 Dakoda 20

P-38 Lightening G 22

RP-43 Lancer 23

Wackett Gannet 24

Vought-Sikorsky Kingfisher 25

CA-6 Wackett 26

DH Tigermoth 27

Short Empire Flying Boat 28

P-39 Bell Airacobra 29

CAC Mustang 30

Auster MK.III 32

Inventory of model kits 33

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Lockheed Hudson

The Hudson was originally built to the order of the British government as a military conversion of the L.14 transport. The first Hudson flew on 10 December 1938. Production lasted from 1939 until June 1943, thousands being built and delivered to the British, Australian, New Zealand, Canadian, Netherlands, Chinese and US forces.

Six versions of the Hudson were delivered to the British government, the majority of which arrived by air across the Atlantic. The Hudson I was powered by two 745.2kW Wright GR-1820-G102A Cyclone engines driving Hamilton-Standard two-position propellers. It first entered service with Coastal Command, RAF in mid-1939. The Hudson II was similar to the Mk I but had Hamilton-Standard Hydromatic constant-speed propellers fitted.

The Hudson III represented the first major revision, having 894kW GR-1820-G205A Cyclone engines with Hydromatic propellers and a retractable rear-firing ventral gun position. Large numbers of the Hudson III were delivered to the RAF under Lease-Lend (resulting in the use of the USAAF designation A-29) with 894kW Wright R-1820-87 Cyclone engines. Like earlier Hudsons, the Mk III was basically a maritime-patrol bomber and reconnaissance aircraft, but A-29A were fitted with benches for troop carrying. A-29/29A were also used by the USAAF and by the US Navy (as PBO-1).

Powered by two Pratt & Whitney R-1830-SC3G Twin Wasp engines, the Hudson IV was produced for the RAAF, but a small batch was diverted to the RAF. These had the ventral gun removed but received a D/F loop aerial in a transparent blister. The Hudson V for the RAF had R-1830-S3G4G engines driving Hamilton-Standard two-position propellers and a retractable ventral gun (as fitted to the Mk III). The final version was the Hudson VI (designated A-28 by the USAAF) which was convertible to troop transport or cargo carrier with the turret removed.

After withdrawal from combatant service with the RAF, USAAF and US Navy, the Hudson continued to be used for miscellaneous duties, including transport, air/sea rescue, training, target-towing, etc. As a trainer for air gunners, the USAAF operated a special version with a Martin dorsal turret as the AT-18.

The Hudson III was the first aeroplane to be fitted to carry the British-developed Mk I airborne lifeboat. This lifeboat was first used operationally in May 1943 by an RAF air/sea-rescue squadron to rescue the crew of a downed bomber in the North Sea.

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Brewster Buffalo

Developed to operate from aircraft carriers, the Brewster Buffalo was the first monoplane fighter to equip a United Sates Navy (USN) squadron. When it entered service in June 1939, the Buffalo's hydraulically retractable landing gear was ahead of its time; all other retractable landing gear then extant required the use of a hand crank. The landing gear, however, was one of the Buffalo's major weaknesses. It was not particularly sturdy and tended to collapse after a hard landing, which was common on aircraft carriers. Other weaknesses were the aircraft's lack of armour plating, its light armament, and fuel tanks that were part of the wing structure, which necessitated a major rebuild if they were damaged. Operated by the Finish Air Force against the Soviets in 1940, the Buffalo enjoyed some success, but it was no match for German fighters and performed disappointingly during the defence of Crete. It was thought that they would fare better against what were then believed to be the inferior aircraft of the Japanese. During 1941 both British Commonwealth squadrons in Singapore and the Netherlands East Indies (NEI) Air Force were equipped with Buffalos. Ultimately, the Buffalo also proved easy prey to the Japanese during their advance through south-east Asia. Its swansong came during the battle of Midway, when 13 out of 19 being operated by the USN were shot down. In addition to the Buffalos operated by 453 Squadron RAAF in Malaya and Singapore, 17 ex-NEI aircraft were used by 24, 25, 85 and 87 Squadrons in Australia between June and October 1942.

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CAC Wirraway

The Wirraway was a training and general purpose military aircraft manufactured in Australia by the

Commonwealth Aircraft Corporation between 1939 and 1946. The aircraft was an Australian

development of the North American NA-16 training aircraft.

Three Royal Australian Air Force officers, led by Wing Commander Lawrence Wackett, were sent on

an overseas evaluation mission in 1936 to select an aircraft type for local production in Australia.

The aircraft selected was the North American NA-16. Production licences were obtained in 1937 and

two NA-16s were purchased from North American Aviation to act as prototypes. The NA-16-2K

arrived in Australia in September 1937 and likewise flew shortly afterwards. These aircraft were

given the RAAF serials A20-1 and A20-2 .

The first CA-1 Wirraway, RAAF serial A20-3, made its maiden flight on 27 March 1939. This aircraft

was kept by CAC for testing for several months and the first two Wirraways delivered to the RAAF

were A20-4 and A20-5, on 10 July 1939. By the outbreak of World War II the RAAF had received a

total of six Wirraways. Forty CA-1 Wirraways were built before the CA-3 entered production.

Production continued until after the end of World War II, A20-757 the last of 755 Wirraways built,

was delivered to the RAAF in July 1946.

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.

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 8 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 shot down a

Japanese A6M Zero aircraft after he spotted it 1000 feet below him and dived on it, opening fire and

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sending the Zero hurtling into the sea. This was the only occasion that a Wirraway shot down

another aircraft. Fighter versions of the Wirraway operated over New Guinea for some time on

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.

Post-war the Wirraway continued in RAAF service as a trainer at Uranquinty and Point Cook.

Wirraways also served with the squadrons of the Citizen Air Force (a flying reserve force of the RAAF

established in 1948) alongside CAC Mustangs, partially equipping No. 22 (City of Sydney), No. 23

(City of Brisbane), No. 24 (City of Adelaide) and No. 25 (City of Perth) Squadrons. After CAC Winjeels

started to enter service, the RAAF commenced phasing out its Wirraways on 4 December 1958 with

a farewell flypast held at Point Cook to mark its retirement from that base. The last military flight

was on 27 April 1959 when CA-16 A20-686 was flown to Tocumwal for disposal.

In 1954, Super Spread Aviation, based at Moorabbin Airport, bought two CA-16 Wirraways and

modified them to perform aerial application operations. Both were almost brand-new, one having

flown 9 hours and the other 12 hours; the modifications included the fitment of a hopper and

spraying equipment. the two aircraft proved to be inadequate for the task and both were de-

registered on 10 April 1956 and later scrapped, Despite the scrapping of these two aircraft and

hundreds of others, a healthy number of Wirraways survive today, in aviation museums in Australia

and in Papua New Guinea and with 10 on the Australian civil aircraft register in 2007 either flying or

under restoration to fly as Warbirds. A Wirraway being operated as a Warbird crashed during an air

show at Nowra in 1999, killing the two occupants.

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Avro Anson

The Anson was derived from the Avro 652 - two of which were built to an Imperial Airways order of 1933 - and was among the first aircraft in Europe to reach high performance by adopting the twin-engined, cantilever low-wing formula with retractable landing gear. Avro designers, having had experience with Fokker aircraft and derivatives, used a similar steel tube fuselage construction and basically moved the wooden wings of the earlier types from a high to a low position.

The production prototype flown in December 1935 was a forerunner of 7,195 Avro-built Anson I for the RAF, RN, RAAF, SAAF, RGAF, Greece and Egypt. Production Ansons were first issued to No 48 Squadron, which put the RAF's first low-wing, retractable landing gear monoplane into service on 6 March 1936. Armament included two 45kg and eight 9kg bombs, a forward-firing Vickers gun and a Lewis gun in a turret amidships. Operational with Coastal Command between 1936 and 1939 and for air-sea rescue until 1942, the majority were delivered as turretless trainers for the Commonwealth Air Training Plan in Canada, Australia and South Africa.

The Anson 10, introduced in 1943, had strengthened floors for continental freight runs by Air Transport Auxiliary. After the war surplus Ansons were sold to civil charter firms and the air forces of Belgium, Holland, Iran, Israel, Norway, Portugal and Saudi Arabia. Increased headroom, introduced in 1944, created the Anson 11 or 12 according to engine. The latter, furnished as a feeder-liner eight-seater, became the Avro 19 Series 1 or Series 2 (tapered metal wing) for the RAF, BEA and civil operators in the UK and abroad. Final variants of 1948-49 were Anson 18 trainers for Afghanistan and India; Anson T.20 (Perspex nose) for navigation training in Southern Rhodesia; T.21 (metal nose) for the RAF in the UK; and T.22 radio trainer.

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P-40 Kittyhawk

In terms of both numbers and operational impact, the Kittyhawk was the most important fighter

aircraft flown by Australians during the Second World War. When it entered mainstream service in

March 1942, the RAAF possessed few modern aircraft and Japanese bombers were already attacking

targets in Australia's north. For the rest of the war the Kittyhawk was employed as both a fighter and

a ground attack aircraft and ultimately 848 served with the RAAF.

Kittyhawk was the British Commonwealth designation given to the latter variants of the Curtiss P-40

(P-40 D - N), which was known in the United States as the Warhawk. These variants featured a series

of design improvements from the earlier Tomahawk (P-40, P-40 B - C), most notably heavier

armament, in the form of six .50 calibre machine guns and the ability to carry bombs, and higher-

performance engines. The Kittyhawk still retained the rugged, reliable reputation of its predecessor.

In all, 13,738 P-40s of all variants were produced between April 1940 and December 1944.

In the Middle East and then Italy, Kittyhawks were operated primarily in the fighter bomber role by

the Commonwealth air forces, including 3 and 450 Squadrons, RAAF. In the South-west Pacific eight

RAAF squadrons - 75, 76, 77, 78, 80, 82, 84, and 86 - were equipped with Kittyhawks and the type

proved critical in the desperate efforts to defend Darwin, Milne Bay and Port Moresby in 1942.

Thereafter it became the RAAF's workhorse in the theatre. The end of the war effectively marked

the end of the Kittyhawk's service with the RAAF and the last examples were retired in March 1946.

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CAC Boomerang

When Japan entered World War II in December 1941, the RAAF did not possess a single fighter aircraft for home defence and, consequently, a decision was hurriedly made to produce a local fighter as a stop-gap measure to meet the threatened Japanese onslaught. Fortunately, the Commonwealth Aircraft Corporation (CAC) already had plans in hand for an interceptor aircraft, and this promising design was ordered into production on 2 February 1942.

Named the Boomerang, the new fighter was designed as an interceptor with a high rate of climb and good manoeuvrability. To obtain the best performance, the aircraft was fitted with the most powerful engine in Australia - the 1,200 hp Twin Wasp which was in production for the Australian-built Beaufort bomber. To speed production, many Wirraway aircraft components were incorporated into the design, and production proceeded so well that the first aircraft progressed from drawing board to first flight in only 14 weeks. As production progressed, many improvements and modifications were incorporated into three major versions of the type, with a total production of 250 aircraft between 1942 and 1945.

With the arrival of more advanced fighters from the USA and UK, the Boomerang was soon relegated to the army co-operation role with Nos 4 and 5 Squadrons. It was in this role that the Boomerang was most accomplished, and established a reputation for effective strikes throughout New Guinea, the Solomon Islands, and Borneo. Following World War II, the Boomerang was retired from RAAF Service, and only a handful of the type have survived around Australia.

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Catalina

The Catalina was the most widely used flying boat of the war. It flew in all of the major theatres and

was employed as a maritime patrol and attack aircraft, a long-range transport, a minelayer, and for

air-sea rescue missions.

Originally designated PBY by the US navy, the Catalina entered service with it in 1936. Production of

the PBY was meant to cease in 1939, but when hostilities broke out in Europe, orders were received

from Britain, Australia, Canada, and Dutch East Indies for the aircraft. The British gave it the name

"Catalina", which was recognised by the US navy in 1941. A total of 3,290 PBY aircraft were built

during the war.

Several individual examples of the Catalina were flown by the RAAF squadrons in RAF Coastal

Command, but the majority of Australian "Cats" were flown in the Pacific. The first aircraft arrived in

February 1941 and were heavily employed thereafter. They suffered heavily in the initial months of

the war against Japan, and by April 1942 eight of the original batch of ten had been destroyed. A

steady flow of Catalinas to the RAAF was maintained throughout the war and 168 were ultimately

delivered.

In the early years of the war, RAAF Catalinas in the South-West Pacific were predominantly used to

bomb Japanese shipping and port facilities. Later in the war, the Catalina's main role was as a

minelayer. Generally flying by night, and painted all-black, the minelaying Catalinas operated around

most Japanese ports in the South-West Pacific, including along the Chinese coast. For obvious

reasons, they were nicknamed the "Black Cats". Australian Catalinas were also operated in the

transport and air-sea rescue roles. By the end of the war they equipped four operational squadrons

(11, 20, 42, and 43), two communications units (6 and 8), and three air-sea rescue flights (111, 112,

and 113). The last Catalina was withdrawn from RAAF service in April 1950.

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Spitfire

The Supermarine Spitfire is one of the most famous fighter aircraft of the Second World War. It has

the distinction of being the only Allied fighter produced prior to 1939 that was manufactured right

through the war, and into the years beyond. Ultimately, 20,351 Spitfires, in 40 major variants, were

rolled out before production ceased in 1947. Throughout its history the Spitfire's strengths were its

speed and manoeuvrability, and that edge was maintained by constant technical refinement; the

Spitfire Mk XXIV was a vastly different aircraft to the Spitfire Mk I. The Spitfire was principally a land-

based air superiority fighter but was also employed in ground-attack and photo-reconnaissance

roles, and, as the Seafire, was modified to operate from aircraft carriers. During the Second World

War, it was flown in all theatres, by all the major Allied nations.

Australian pilots flew Spitfires with Royal Air Force squadrons in Europe, the Middle East and Burma,

and four Royal Australian Air Force (RAAF) squadrons - 450, 452, 453 and 457 - operated them in the

former two theatres. 452 and 457 Squadrons also flew the Spitfire in the South-West Pacific Area, as

did 79 and 85. The first Spitfires arrived in Australia in August 1942. The Spitfire presented some

difficulties in the South-West Pacific, owing to its relatively short range, mechanical problems

resulting from climatic conditions, and its fragile undercarriage, which was not well-suited to the

rough airstrips found throughout the theatre. Australian-produced variants of the P-51 Mustang

were designated to succeed the Spitfire in RAAF service, and it was effectively retired at the end of

the Second World War. A total of 656 Spitfires served with the RAAF.

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Beaufort Bomber

Seven hundred Beaufort aircraft were produced in Australia for the Royal Australian Air Force (RAAF)

from August 1941 to August 1944. Forty-six were modified as Beaufreighters. The RAAF Beaufort

was a version of the Bristol Beaufort, designed in the United Kingdom, but modified for Australian

requirements.

The production of the Beaufort, Australia’s first all-metal aircraft, was a major triumph for Australian

industry, paving the way for a viable aircraft industry and establishing other industries hitherto

unknown in the country. Prior to the Beaufort, Australia had mainly built light aircraft of canvas and

wood construction.

A work force of 23,800 people, one-third of who were women, produced the aircraft, while another

10,500 workers were employed as aircraft servicing contractors. Thousands more were employed as

sub-contractors, producing 39,000 components for each aircraft.

In addition to six hundred smaller firms, the major contributors to the Beaufort production were:

Department of Aircraft Production (Beaufort Division): government aircraft factories comprising

major assembly plants at Fishermen’s Bend, Victoria, and Mascot, NSW; area workshops at Chullora,

NSW, Newport, Victoria, and Islington, South Australia (formerly railway workshops).

Government Annexes: Hydraulic Landing Gear and Airscrew Annex at Alexandria, NSW; Heavy Forge

Annex at Granville, NSW; Magneto Annex at Marrickville, NSW; Aircraft Engine Factory at Lidcombe,

NSW.

Private aircraft manufacturers: Commonwealth Aircraft Corporation, Fishermen’s Bend, Victoria; De

Havilland Aircraft Pty Ltd, Mascot, NSW.

Major aircraft contractors: General Motors Holden Ltd, Woodville, South Australia, and Fishermen’s

Bend, Victoria; Richards Industries Ltd, Mile End, South Australia; Technico Ltd, Marrackville, NSW;

Amalgamated Wireless (A/Asia) Ltd, NSW; Commercial Steel & Forge Co. Ltd, NSW.

The aircraft and its role:

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The Beaufort was the main general reconnaissance-strike bomber for the RAAF in the South West

Pacific theatre during the Second World War. The aircraft was primarily used for bomber-torpedo

operations, general reconnaissance, anti-submarine and convoy patrols, and for providing close air

support for ground troops. The Beaufort was colloquially referred to as the RAAF’s “workhorse”.

Seventeen operational squadrons were equipped with Beauforts, including 1, 2, 6, 7, 8, 13, 14, 15,

32, and 100 Squadrons, as well as another 26 communication, training, and other support units.

During the war 2,150 RAAF aircrew trained on Beauforts, at 1 Operational Training Unit, Bairnsdale

and East Sale, Victoria, while 9,500 ground crew served and maintained the aircraft. On 15 August

1945 aircraft from 7, 8, and 100 Squadrons carried out the last RAAF raid of the war, bombing enemy

positions in the vicinity of Kiarivu, New Guinea. The last aircraft on target was 7 Squadron Beaufort

A9-608, flown by Warrant Officer Alan Fraser.

There were 466 RAAF Beaufort aircraft fatalities, constituting approximately 21 per cent of trained

Beaufort aircrew. There were a further 39 fatalities among RAAF aircrew flying in Royal Air Force

(RAF) Beaufort squadrons and training units.

In addition to the Australian Beauforts, 1,400 Beauforts were built in the United Kingdom and,

during the war, were flown in the RAF and Royal Navy (Fleet Air Arm) Service. The Royal Canadian

Air Force, Royal New Zealand Air Force, South African, and Turkish Air Forces also flew Beauforts.

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Boston Havoc

Australia's association with the Boston began when the Japanese overran the Netherlands East

Indies (NEI) and several Dutch ships carrying aircraft for the beleaguered NEI forces were diverted to

Australia. Aboard three ships, the Mapia, Tabian and Weltervreden were 11 Douglas A-20 light

bombers and seven Brewster fighters. The Bostons were off-loaded and towed by road to RAAF

Richmond, west of Sydney, where they were assembled. Thirty-one Dutch Bostons were put into

service by the RAAF and a further 38 aircraft were delivered from the United States. Only one

squadron, Number 22 Squadron, operated the Boston. The squadron had been originally formed at

Richmond in April 1936 and received its first A-20 Boston in April 1942. The squadron operated the

type to great effect against Japanese targets during the Papuan and New Guinean campaigns. They

were later used against the Japanese in the NEI and the Philippines until a Japanese air raid on the

Australian air base on Morotai in November 1944 saw the squadron destroyed. Number 22

Squadron was then re-equipped with Beaufighters and continued to operate in the strike role. The

only Victoria Cross awarded to a RAAF pilot in the Pacific War was awarded posthumously to a

Boston pilot, Flight Lieutenant William Ellis Newton in March 1943, for his tenacious low level

attacks against the Japanese in Salamaua and Lae.

Some 7,500 Bostons were built by Douglas between 1939 and 1944. For Australia, the Boston was a

significant aircraft because it was the first light bomber that the RAAF could employ in the ground

attack tactical role and thus carry the war to the enemy. With this aircraft, Australia could now hit

back. The Bostons were loved and trusted by their Australian crews. The raids by 22 Squadron

became legendary, eventually becoming know as "Boston Tea Parties". During the Papuan and New

Guinean campaign, downed Boston crews were aided by natives who guided them back through

occupied territory to the safety of the Allied lines. One such hero was a paramount chief named

Golpak who had helped Wing Commander (later Air Vice Marshall) Bill Townsend and Flying Officer

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David McClymont to safety, declaring himself to be a "frend bilong Australia tru". So too was the

Douglas A-20 Boston.

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B25 Mitchell

The North American NA-62 was one of the best twin-engined medium bombers of World War II. The first aircraft flew on 19 August 1940 and, subsequently, almost 11,000 versions operated with Allied air forces throughout the world.

Officially designated B-25, the bomber was later named the Mitchell in honour of General Mitchell who had been court-martialled in 1925 for his outspoken views on air power. Other Generals associated with the aircraft included General Doolittle, who led 16 B-25Bs from the aircraft carrier USS Hornet in the historic Tokyo raid on 18 April 1942, and General Kenny, under whose command B-25C/Ds (Mitchell IIs) were converted at RAAF Townsville for ground strafing. These field modifications culminated in the B-25J (Mitchell III), which was the most effective version of this famous bomber.

In 1942, the RAAF accepted a number of Mitchells on behalf of the Dutch Government. These aircraft equipped No 18 (Dutch East Indies) Squadron and, by 1945, 150 Mitchells of various marks had been received.

In April 1944, No 2 Squadron replaced its Beauforts with Mitchells and the first 39 aircraft (A47-1/39) were transferred from No 18 Dutch East Indies Squadron. A total of 50 Mitchells were operated by No 2 Squadron including 30 Mitchell IIs (A47-1/25, 33/37) and 20 Mitchell IIIs (A47-26/32, 38/50). The Mitchells of Nos 2 and 18 Dutch East Indies Squadrons formed No 79 Wing, and these aircraft carried out many successful strikes against enemy targets.

At the end of the war, the Mitchells of No 2 Squadron helped evacuate and return many prisoners of war, and the aircraft were finally phased out of service in 1946.

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Vultee Vengeance

The Vultee V72 dive-bomber was produced at a time when the German Air Force was having marked success with the Junkers Ju-87, or Stuka, dive-bomber. The American aircraft was first flown in July 1941, and large quantities were immediately ordered, as the Vengeance, for the RAF. When the US entered the war, a number of these aircraft were re-possessed and, in addition, Australia placed an order for 400. Export versions included Vengeance Mks I, II, and III (USAAF equivalent A-3l) and Mk IV (USAAF equivalent A-35).

In all, 342 Vengeance Mks I, II and IV operated with the RAAF under the following serials: A27-1 to A27-99, A27-200 to A27-321, A27-400 to A27-422, A27-500 to A27-549, A27-560 to A27-566 and A27-600 to A27-640. Although the first Vengeance A27-1 was received on 30 May 1942, substantial numbers did not arrive until April 1943, by which time the crisis for which they had been ordered, had passed.

RAAF Vengeances operated with Nos 12, 21, 23, 24 and 25 Squadrons and, after a somewhat indifferent career, the aircraft were withdrawn from operations following a bombing raid by 36 Vengeances on 8 March 1944 against Rempi village. At the time, 58 Vengeances were still to be delivered and, consequently, this balance from the original order was cancelled. Vengeances also operated with Nos 3, 4, 5, 6, 7 and 8 Communication Units, while others were used in the target-towing role and for experiments at No 1 Air Performance Unit.

Vengeance flying ceased in 1946, and all aircraft were disposed of by 1951.

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Beaufighter

Fast, robust, and able to carry a wide and heavy range of armaments, the Bristol Beaufighter proved

to be one of the most successful British-designed strike aircraft of the Second World War. Designed

originally as a long-range fighter, it was derived from the Bristol Beaufort torpedo bomber and

shared many common components. It entered service with Britain's Royal Air Force (RAF) in

September 1940 and was initially employed in its intended role during daylight hours. Fitted with

airborne interception radar from November 1940 onwards, it also proved a capable night fighter.

From early 1941 the roles of the Beaufighter diversified as it was adapted to carry out anti-shipping

strikes and ground-attack missions, and in these capacities gained its fearsome reputation. In the

Asia-Pacific theatre the Beaufighter was nicknamed "Whispering Death" because of its quiet engines

and heavy firepower. The origin of this nickname is generally attributed to Japanese troops, but

there are also accounts that it began with British pilots in Burma.

As with most British aircraft of the Second World War, the Beaufighter was flown by Australian pilots

serving with RAF squadrons. It was also operated by seven RAAF squadrons - 455 and 456 in Europe,

and 22, 30, 31, 92 and 93 in the South-West Pacific Area. 456 operated the Beaufighter as a night-

fighter, 455 in a specialised maritime strike configuration, and the others as a general strike aircraft.

The Beaufighter was originally identified as a suitable type for the RAAF, and an order was placed in

1939, but owing to the demands placed on British aircraft production in the early years of the war,

the first examples did not arrive in Australia until March 1942.

In total, 5,584 Beaufighters were built between 1939 and 1946, including 365 built by the

Department of Aircraft Production in Australia; 581 served with RAAF squadrons in Australia and the

South-West Pacific. The last Australian Beaufighter was retired from service in 1957.

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B-24 Liberator

The Liberator heavy bomber was produced in greater numbers than any other US combat aircraft

during the Second World War. Originally developed to provide the US Army Air Force (USAAF) with a

heavy bomber of superior performance to the B-17, the Liberator prototype first flew in December

1939, and production aircraft entered service with both the USAAF and Britain's Royal Air Force

(RAF) in early 1941. Ultimately, 18,482 Liberators were produced up until the time the last

production line closed in May 1945. In addition to being employed as a heavy bomber in all of the

major theatres in which the western allies fought, Liberator variants were also used for maritime

patrol operations and as transports.

Australian pilots serving with the RAF flew Liberators, primarily in the maritime patrol role, in

Europe, and as heavy bombers, in the Middle East. Royal Australian Air Force Squadrons, however,

only operated Liberators in the South-West Pacific Area. In order to relieve the burden on the

USAAF's 380th Bombardment Group, the Commander Allied Air Forces South-West Pacific

recommended that the RAAF form seven Liberator squadrons. A total of 287 Liberators saw service

as heavy bombers with the RAAF in 12, 21, 23, 24, 25, 99 and 102 Squadrons, and on covert and

electronic surveillance missions with 200 and 210 Flights. The Liberator's capabilities proved

particularly devastating during the Australian operations around Borneo. Liberators remained in

service with the RAAF until 1948 and could have remained in service much longer had not the

decision been made to commence local production of the Avro Lincoln.

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Dakota C47

The Douglas C-47 Dakota, the military version of the DC-3, was the Allies’ principal transport aircraft

during the Second World War. After the war, Dakotas remained in service in countless other

countries for years to come. They were as versatile as they were reliable. The two-engine aircraft

was used to transport, drop, and evacuate troops and stores, as well for medical evacuations and to

tow gliders. They could carry up to 28 troops, 18 stretchers, or 3,400 kg of freight.

The RAAF first flew the aircraft in September 1939 when it requisitioned four DC-3s from Australian

National Airways (ANA). The aircraft served with No. 8 Squadron, based in Canberra, and were used

for coastal patrols and transport duties. The squadron flew the aircraft for only a few months, before

returning them to ANA between February and June 1940. The purchase of ten DC-2 aircraft in

August 1940 then filled the gap until further supplies of DC-3s could be obtained.

In 1941 and 1942, following Japan’s entry into the war, Australia’s civilian airlines and charter

operators provided emergency DC-3s to the RAAF for operations in Papua and New Guinea.

Similarly, in May 1943 the United States Army Air Force lent about two-dozen DC-3s to the RAAF

while the Australian fleet of C-47s was built up. Under lend lease, between February 1943 and

August 1945 the RAAF received 124 C-47s. These aircraft equipped six operational transport

squadrons (33, 34, 35, 36, 37, and 38), plus other smaller units.

RAAF Squadrons continued to operate Dakotas after the war: No. 37 until June 1948, No. 36 until

1958, and No. 38 until 1964. Other units continued to fly Dakotas for longer. In 1949 to 1950 two

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Dakotas were transferred to the RAN, which received another two aircraft in 1968. The School of Air

Navigation at East Sale operated two until the late in the 1970s.

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P-38 Lightening

The Lockheed P-38 Lightning was one of America's outstanding fighters of World War II. It was slower and less manoeuvrable than the Republic P-47 Thunderbolt and the North American P-51 Mustang, but its offensive reputation was second to none: so much so that the Luftwaffe referred to the Lightning as "der gabel-schwanz tenfel" ( the forked-tailed devil).

Design work on the Lightning began in 1937 and the prototype XP-38 first flew on 27 January 1939. Improved versions followed and, by August 1945, a total of 9,923 Lightnings had been built. Throughout the war years, the Lightning served in many areas in a wide variety of roles, but it was particularly successful in the Pacific theatre where its long-range and twin-engine capabilities proved to be most effective.

In order to meet an urgent RAAF requirement for photographic reconnaissance, three P-38Es were transferred from the USAAC for service with No 1 Photographic Reconnaissance Unit. The first Lightning, A55-1, was received on 31 August 1942, and operated successfully until it was written-off in a landing accident on 2 August 1944 at Coomalie Creek. The second aircraft, A55-2, had a less spectacular career and operated only between 4 September 1942 and 18 December 1942, being phased out of service on the latter date. The third Lightning, A55-3 was received from the USAAC at Eagle Farm on 27 February 1943 and operated throughout the year until it was written-off in a wheels-up landing on 10 December 1943.

The P-38E was not actually designed as a PR aircraft, but circumstances caused it to be used in this role by the RAAF.

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RP-43 Lancer

In 1937, Seversky delivered 76 P-35 single-seat fighters to the USAAC. The last of these aircraft was fitted with a revised wing and a turbo-supercharged engine and became the XP-41 of 1938. This experimental version was virtually the prototype of the 1940 Republic P-43 Lancer. In October 1939, Seversky left the firm he had founded and the company became known as Republic Aviation. Production of the Lancers included 54 P-43s, 80 P-43As, and 125 P-43A-1s. In 1942 most Lancers were converted for PR duties and, depending upon the camera installations, were redesignated P-43Bs, Cs, Ds, or Es. A development of the P-43 was the proposed P-44 Rocket which, in turn, led to the famed Republic P-47 Thunderbolt.

In 1942 eight Lancers were delivered to the RAAF to augment the Buffaloes and Lightnings of the Photographic Reconnaissance Unit. Six of the aircraft, A56-1 and 2 (P-43Ds) and A56-3/6 (P-43-A-1s) were received on 31 August 1942, and the remaining two, A56-7 and 8 (P-43Ds) arrived on 10 November 1942. The Lancers operated with PRU until the following year when A56-1, 2, 3, 4, 5 and 8 were transferred to the US 5th Air Force at Charters Towers. Of the remaining two Lancers, A56-6 was taken off strength on 8 March 1943, and at the time, A56-7 was officially listed as "Missing. Aircraft left Wagga on 28 April 1943, and has not been sighted since". This mystery was solved 15 years later, in 1958, when Lancer A56-7 was located in the Healesville Hills, north-east of Melbourne.

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CAC Gannet

Upon disbandment of the RAAF Experimental Station in 1930, Wing Commander Lawrence Wackett left the Service and designed the twin-engined Codock airliner for Sir Charles Kingsford-Smith. Tested in April 1934, the Codock was the forerunner of the Gannet, which was Wackett's seventh aircraft design. The first two RAAF aircraft were produced by the Tugan Aircraft Co, and were officially designated LJW7 Gannets. This company was subsequently absorbed into CAC, and from 1936 the aircraft became known as Wackett Gannets.

The first Gannet temporarily carried the serial A4-1, which was the number later allocated to the first Avro Anson. Furthermore, although the RAAF Gannets were serialled from A14-1 to A14-7, it is believed that two of these aircraft were renumbered, thus only five Gannets were in service. The first Gannet was received in November 1935, and until 1941 the Gannets operated with photographic and survey units. As from A14-3, Gannets appeared with inset auxiliary fins for improved rudder and aileron control. Early in 1942, the remaining Gannets were converted to air ambulances and operated with the newly-formed No 2 Ambulance Unit.

In 1940, A14-7 was fitted with Menasco B65 engines and was temporarily designated a LJW 7A Gannet, until the Gipsy Six engines were reinstalled. The Gannets disappeared from the RAAF scene when the last two aircraft, A14-3 and A14-7, were converted to components on 21 February 1946.

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Vought-Sikorsky Kingfisher

Designed as an observation scout for the US Navy, the prototype Vought-Sikorsky XOS2U-1 first flew in 1939, and was the forerunner of over 1,800 OS2U-1, -2, -3s and OS2N-1s. The aircraft became known as the Kingfisher and could be operated as a land-plane or single-float seaplane, although it was used mainly in the latter configuration.

As well as carrying out reconnaissance patrols from coastal bases and catapult-equipped ships, the Kingfishers were also used for rescue operations. On one memorable occasion in 1942, a Kingfisher pilot taxied 40 miles through rough seas to rescue Capt Eddie Rickenbacker who had been lost in the South Pacific.

In April 1942, eighteen Kingfisher seaplanes were shipped to Australia and assembled at RAAF Base Rathmines as A48-1 to A48-18. After a working-up period, the Kingfishers were allocated to No 107 Squadron, which was formed at Rathmines on 10 May 1943. At the time, enemy submarines were operating in Australian waters and the Kingfishers carried out numerous patrols and attacks and recorded a "probable damage" against a German U-boat. Unfortunately, the Kingfisher bore a marked resemblance to the Japanese Rufe seaplane and many of the squadron's early sorties were carried out against gunfire from both friend and foe.

The Kingfishers later operated from St. George's Basin, and the squadron was eventually disbanded on 31 October 1945, when most of the aircraft were phased out of service.

In 1947, Squadron Leader R. Gray operated Kingfisher A48-13 from HMAS Wyatt Earp during the first of the post-war Antarctic expeditions.

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CA-6 Wackett Trainer

CAC's first in-house design resulted from a 1938 decision to obtain a low-wing monoplane trainer because that was the configuration most future RAAF aircraft would have. CAC was awarded a contract to build two CA-2 prototypes in October 1938, powered by 130hp DH Gypsy Major engines. The first aircraft made its maiden flight in October 1939, and the second was handed over to the RAAF in March 1940. Both aircraft were later re-engined with the 200hp Gypsy Six.

Production aircraft were designated CA-6 and, due to the unavailability of Gypsy engines, were fitted with 175hp Warner Scarab radials. This engine was tested in one of the prototypes during 1940 and found to be satisfactory. CA-6 deliveries began in March 1941 and were completed by April 1942. Serial numbers were A3-1 to A3-200. The two CA-2 prototypes were re-serialed A3-1001 and 1002 to avoid duplication. The type proved to be a successful training aircraft, flying with many Empire Air Training Scheme Units throughout Australia and ending RAAF service in 1946.

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DH Tiger Moth

Developed from the DH 60T Gipsy Moth Trainer, the original DH 82 Tiger Moth, with an inverted 120 hp Gipsy III engine, first flew on 26 October 1931, and was subsequently adopted as the standard trainer of the RAF. On the outbreak of World War II, the Tiger Moth II, or DH 82A, was selected as the basic trainer for the Empire Air Training Scheme and the first RAAF aircraft, A17-1, was delivered in May 1940.

In Australia, the local de Havilland Company built 1,085 Tiger Moths of which 732 were delivered to the RAAF and the remainder were shipped overseas to other training schools. As well as acquiring a number of RAF- serialled Tiger Moths, the RAAF also impressed 21 civilian versions including some of the original DH 82 Tiger Moths with Gipsy III engines. Altogether 861 Tiger Moths appeared on the RAAF register.

Although primarily employed as trainers, a few Tiger Moths were camouflaged and used operationally with army co-operation units in New Guinea. The Tiger Moth remained in RAAF service for almost 17 years, and several Tiger Moths were also transferred to the RAN after World War II. Eventually, on 9 January 1957, the last 10 RAAF Tiger Moths were flown from Point Cook to Tocumwal for disposal.

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Short Empire Flying Boat

Following a British Government decision in 1935 to carry all mail without surcharge by air within the Empire, Short Bros produced plans for their S23 flying-boat, which was immediately ordered in large numbers by Qantas and Imperial Airways. Appropriately known as the Short Empire Flying-boat, the prototype S23 'Canopus' first flew on 4 July 1936, and was the forerunner of the most famous and successful of all pre-war British civil transports.

During 1939-40, the RAAF impressed four S23s as follows:

A18-10, ex G-ADUT, "Centaurus"; A18-11, ex G-AEUA, "Calypso"; A18-12, ex VH-ABC, "Coogee"; A18-13, ex VH-ABB, "Coolangatta".

"Coogee" was written off in a landing accident at Townsville on 27 February 1942, and a few days later, on 3 March 1942, "Centaurus" was destroyed during a Japanese air raid on Broome. Consequently, a fifth flying-boat, A18-14, ex G-AFPZ, "Clifton", was impressed on 9 March 1942. This aircraft was a S33, being a hybrid with a strengthened hull for a payload of 24 040 kg (53 000 lb). On 8 August 1942 "Calypso" was destroyed at Daru, New Guinea, but both "Coolangatta" and "Clifton" carried out many successful missions and were eventually returned to Qantas in July 1943. During RAAF service, the flying-boats operated with Nos 11, 20, 33 and 42 Squadrons in the transport and medevac roles.

In 1939, the prefix A18 was also reserved for nine Short Sunderlands on order for the RAAF. However, these flying-boats of No 10 Squadron remained in the UK with RAF numbers and, consequently, the RAAF serials A18-1 to A18-9 were never officially used.

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Bell Airacobra

For its day, the Bell P-39 was quite an unusual fighter. It had a car-type cockpit side door, a cannon firing through the propeller hub, a tricycle undercarriage, and the engine was placed behind the pilot. First flights were made in April 1939, and the fighter was ordered by the RAF as the Airacobra I (P-400). These export versions were equivalent to P-39Ds except that they mounted the more rapid firing 20mm cannon in lieu of the standard 37mm cannon. Unfortunately, the Airacobra's high-altitude performance was inadequate because a turbo-supercharger was not fitted, and most RAF versions were transferred to Russia.

The first USAAC P-39 operations occurred when the P-39s defending Australia went into action from Port Moresby on 30 April 1942. These American P-39s were soon augmented by a number of Airacobras (including P-39Ds with 20mm cannon and P-39Fs with 37mm cannon) which were diverted to the RAAF.

On 27 July 1942, 14 Airacobras (A53-1/14) were received at No 2 Aircraft Park at Bankstown, and these aircraft subsequently operated with Nos 23, 24, 82 and 83 Squadrons. A further five Airacobras arrived in May 1943 (A53-15/19) and three more were received in July 1943 (A53-20/22). However, except for A53-19 which went to No 82 Wing, these last seven aircraft remained at No 3 Aircraft Depot.

By November 1943, all the Airacobras had been returned to the 5th Air Force, with the exceptions of A53-1, -3, -5 and -8, which were written off in accidents.

Like the Buffalo, the Airacobra was supplied to the RAAF as an emergency measure to counter the threated invasion of Australia which, fortunately, did not eventuate.

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CAC Mustang

One of the finest American fighter aircraft of World War II, the North American Mustang owed its origin to a Royal Air Force (RAF) specification for a single-seat fighter to replace the Curtiss P-40. The first flight of the prototype NA-73 occurred in October 1940. Production models reached the RAF in November 1941 and these aircraft became known as Mustang Mk I (P-51) and Mk II (P-51A). The original 1,150 hp Allison engine lacked performance at high altitude, and the RAF employed the early Mustangs on low-level armed tactical reconnaissance sorties. Meantime, the US Army Air Force (USAAF) ordered a limited number of P-51s and P-51As as the Apache, to operate in the dive-bomber role.

However, once the basic P-51 design was mated with the proven Rolls-Royce Merlin engine, the aircraft became an enormous success. Through P-51B, C and D models, the Mustang became one of the finest Allied fighters of World War II, and was just as capable at long-range escort as short ground-attack sorties. Fitted with a bubble canopy in place of the earlier 'Razorback' fuselage, the P-51D was the most widely produced version of the Mustang, with 8,956 built.

Interesting developments of the Mustang included the XP-51F and XP-51G lightweight versions and, the fastest Mustang of all, the P-51H, with a top speed of 487 mph at 25,000 ft. The ultimate development of the aircraft occurred post-war, when two Mustang fuselages were joined, resulting in the USAAF's F-82 Twin Mustang.

In November 1944, RAF Mustangs were first flown by the RAAF's No 3 Sqn in Italy.

In 1943, the Australian government arranged for the Commonwealth Aircraft Corporation (CAC) to manufacture the Mustang Mk IV (P-51D) under licence from North American Aviation. The RAAF urgently needed a new fighter, and so the first CAC Mustangs were built mainly from imported semi-finished parts. A prototype Mustang, A68-1001, was used for development trials and the first Australian production Mustang, A68-1, flew on 29 April 1945. This aircraft was handed over to the

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RAAF on 4 June 1945 and was used for trials by No 1 Aircraft Performance Unit until October 1946. It was placed in storage until 1953 when it was delivered to the Department of Supply at Woomera.

The first 80 Mustang 20s (A68-1/80) were delivered with Packard Merlin V-1650-3 engines, under the CA-17 designation. A second contract called for 170 improved Mustangs, but only 120 were completed. Known as CA-18, the first 40 were built as Mustang 21s (A68-81/120) with Packard Merlin V-1650-7 engines. The remaining CA-18s comprised 14 Mustang 22s (A68-187/200) with Packard Merlin V-1650-7 engines. A CA-21 contract for a further 250 Mustangs was cancelled and, in lieu of the remaining CA-18s and CA-21s, 298 lend-lease P-51Ds and Ks were taken on strength (A68-500/583 and A68-600/813). In addition, the RAAF also accepted Mustangs for the Netherlands East Indies Air Force (N3-600/640).

Produced too late for World War II, RAAF Mustangs were assigned to Japan for occupation duties and, early in 1946, Nos 76, 77 and 82 Squadrons flew into Iwakuni. In 1949 Nos 76 and 82 Squadrons withdrew to Australia and the Mustangs of No 77 Squadron remained to take part in the Korean War from June 1950 until April 1951, when they were replaced by Gloster Meteors.

In Australia, Mustangs remained in service with Citizen's Air Force Squadrons until they were withdrawn from service in 1959.

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AUSTER MK.III

Although the second A series numbers tentatively commenced in 1935, the prefix A11 of the first A series remained in use until Southampton A11-2 was withdrawn from service in 1939. Eventually, in 1944, A11 was allocated to the British Taylorcraft Auster Air Observation Post (AOP) series of aircraft. These aircraft originated from the American Taylorcraft sports-plane of 1938, which was built in England under licence. In 1946 the British firm changed its name to Auster Aircraft Ltd, and all English models consequently became known as Auster AOP aircraft.

The RAAF Auster AOP Mk IIIs, of which A11-1 was originally a Mk II, were allotted to Nos 16 and 17 AOP Flights, and the official history 'Air War Against Japan' describes these aircraft in operations. Somewhat surprisingly, the volume also pictures A11-5 with aggressive "sharks teeth" markings.

In post-war years, Auster continued to operate with No 16 AOP Flight until 24 July 1959 when A11-41 and A11-53 were flown from Canberra to Tocumwal by Captain Doyle and Lieutenant Constable, the latter being the last Auster-trained pilot before the arrival of the Cessna 180As. In all 56 Mk III and two Mk V Austers appeared on the RAAF register.

In addition, two Auster Mk 6 aircraft A11-200 and A11-201 accompanied the 1953-54 Antarctic Expedition, and Squadron Leader Leckie again used A11-201 on the 1955-56 voyage. Also, Auster J-5G Autocar aircraft of the Royal Australian Navy carried the RAAF prefix A11 and were numbered from A11-300.

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Model inventory

Model Maker Scale Enhancements

Lockheed Hudson Classic Airframes 48 None

Brewster Buffalo Tamiya 48 Resin Parts

CA-9 Wirraway Special Hobby 48 Red Roo Correction set

Avro Anson Classic Airframes 48 None

P40 Kittyhawk Hasegawa 72 & 48 None

CAC Boomerang Special Hobby 48 None

Catalina Academy 72 None

Spitfire MkV Special Hobby 48 None

Spitfire MkVIII ICM 48 None

Beaufort Bomber Special Hobby 72 None

Boston Havoc Italeri 48 None

B-25 Mitchell Monogram 48 None

Beaufighter Tamiya 48 None

Vultee Vengeance AZ Hobbies 48 Scratch build components

B-24 Liberator Monogram 48 None

C-47 Dakota Italeri 72 None

P-38 E Lightning Academy 48 Resin components

RP-43 Lancer Classic Airframes 48 Scratch Built Camera port

Wackett Gannent Scratch Build 72 Kingfisher Monogram 48 Resin components

CA-6 Wackett Planet Models 48 None

DH Tiger Moth Aeroclub 48 None

SE Flying Boat Scratch Build 72 None

P-39 Airacobra Academy 72 None

CAC Mustang Tamiya 48 Red Roo Resin components

Auster MkIII Sword 48 None

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