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Yep, I have replaced it with the australian spitfires.
Commonwealth Air Forces
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Yep, I have replaced it with the australian spitfires.
Catch22
Major
Nice stuff! Always have really liked the Vengeance.
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When Japan entered the war, the Royal Australian Air Force was in desperate need of aircraft. At that time, its total strength amounted to only 175 front-line aircraft, most of which were obsolete. The fighter sector consisted of old-fashioned Brewster Buffaloes, which were clearly inadequate compared to their more modern and powerful adversaries. There was a great fear that the country would be invaded, and, faced with the fact that it was impossible for Australia's principal allies (Great Britain and the United States) to provide better equipment within a short space of time, the Australian aeronautical industry decided that it would build a combat plane capable of facing the emergency independently. This was the CA-12 Boomerang, a small, robust, and agile fighter that the Commonwealth Aircraft Corporation (CAC) designed and built within a very brief space of time and that gave invaluable service from 1943 onward, proving to be unbeatable in a tactical role.
The Boomerang, the only entirely Australian-designed aircraft to see combat during World War II, was created by Lawrence Wackett on the basis of experience acquired during the production on license of the North American NA-16/NA-26 (the multirole two-seater that gave rise to the prolific series of Texan-Harvard trainers in the United States), which was christened Wirraway. Clauses in the contract with North American also allowed for eventual modifications to the basic model, and, driven by the urgency of the situation, CAC's chief designer decided to develop the fighter using the basic structure of this aircraft as a starting point. This proved to be a wise choice, as well as benefiting from the advantages of using an airframe that had already been carefully tested, it meant that most of the existing production infrastructures could be employed. The program was launched on December 21, 1941, and the prototype took to the air on May 29 of the following year. It kept the Wirraway's wings, landing gear and tail fins. However, the rest of the fuselage was entirely new and had been improved to house the large and powerful Pratt Whitney Twin Wasp radial engine.
Tests revealed the CA-12 Boomerang to be basically without faults, easy to fly and very manoeuvrable, Production was launched immediately on the basis of an initial order for a first lot amounting to 150 aircraft placed in February 1942. These production series aircraft were delivered to the units from October 10 onward, and following an intensive period of preparation with the pilots, they were consigned to the combat units. On April 4, 1943, the first fighter unit (84th Squadron) was declared operative in New Guinea. Production of the initial series continued until June of the same year, and the Boomerang Mk I was followed by 95 aircraft belonging to the Mk II series, which were slightly modified and designated CA-13. The final series included 49 CA-19 Boomerang Mk IIs, with further improvements, and the last of these was delivered in February 1945. The total of 250 aircraft also included a single CA-14 built in order to improve the plane's performance at altitude. This aircraft was provided with a supercharged engine and had modified tail planes. However, it never went into production, because the availability of the greatly superior Spitfire Mk VIII made it unnecessary.
Despite its overall inferiority compared to the powerful and effective Japanese fighters, the Boomerang was used with particular intensity as an interceptor throughout 1943. Toward the end of the following year, the aircraft were gradually withdrawn from this role, following the arrival of the more effective British and American combat planes. The Boomerangs thus passed to the units cooperating with the army and were successfully employed as tactical support planes. They distinguished themselves in missions of this type up to the last day of the war.
Boomerangs entered service in October 1942 when the RAAF's No.2 Operational Training Unit at Mildura, Victoria, received its first aircraft. The Boomerang became operational with No. 84 Squadron, which was the first to receive the new fighters, in April 1943. Initial contact with Japanese bombers was made during the following month when No. 85 Squadron equipped with Boomerangs. Other squadrons followed, including Nos 4 and 5, where Boomerangs replaced Wirraways in the army co-operation role. As higher performance fighters became available, the Boomerangs were replaced, having proved to be extremely manoeuvrable, tough and blessed with a rapid rate of climb. They had acquitted themselves well in roles for which they were not designed and were remembered with affection by their pilots. Only one true Boomerang, a CA-12, survives in a museum.
The Boomerang, the only entirely Australian-designed aircraft to see combat during World War II, was created by Lawrence Wackett on the basis of experience acquired during the production on license of the North American NA-16/NA-26 (the multirole two-seater that gave rise to the prolific series of Texan-Harvard trainers in the United States), which was christened Wirraway. Clauses in the contract with North American also allowed for eventual modifications to the basic model, and, driven by the urgency of the situation, CAC's chief designer decided to develop the fighter using the basic structure of this aircraft as a starting point. This proved to be a wise choice, as well as benefiting from the advantages of using an airframe that had already been carefully tested, it meant that most of the existing production infrastructures could be employed. The program was launched on December 21, 1941, and the prototype took to the air on May 29 of the following year. It kept the Wirraway's wings, landing gear and tail fins. However, the rest of the fuselage was entirely new and had been improved to house the large and powerful Pratt Whitney Twin Wasp radial engine.
Tests revealed the CA-12 Boomerang to be basically without faults, easy to fly and very manoeuvrable, Production was launched immediately on the basis of an initial order for a first lot amounting to 150 aircraft placed in February 1942. These production series aircraft were delivered to the units from October 10 onward, and following an intensive period of preparation with the pilots, they were consigned to the combat units. On April 4, 1943, the first fighter unit (84th Squadron) was declared operative in New Guinea. Production of the initial series continued until June of the same year, and the Boomerang Mk I was followed by 95 aircraft belonging to the Mk II series, which were slightly modified and designated CA-13. The final series included 49 CA-19 Boomerang Mk IIs, with further improvements, and the last of these was delivered in February 1945. The total of 250 aircraft also included a single CA-14 built in order to improve the plane's performance at altitude. This aircraft was provided with a supercharged engine and had modified tail planes. However, it never went into production, because the availability of the greatly superior Spitfire Mk VIII made it unnecessary.
Despite its overall inferiority compared to the powerful and effective Japanese fighters, the Boomerang was used with particular intensity as an interceptor throughout 1943. Toward the end of the following year, the aircraft were gradually withdrawn from this role, following the arrival of the more effective British and American combat planes. The Boomerangs thus passed to the units cooperating with the army and were successfully employed as tactical support planes. They distinguished themselves in missions of this type up to the last day of the war.
Boomerangs entered service in October 1942 when the RAAF's No.2 Operational Training Unit at Mildura, Victoria, received its first aircraft. The Boomerang became operational with No. 84 Squadron, which was the first to receive the new fighters, in April 1943. Initial contact with Japanese bombers was made during the following month when No. 85 Squadron equipped with Boomerangs. Other squadrons followed, including Nos 4 and 5, where Boomerangs replaced Wirraways in the army co-operation role. As higher performance fighters became available, the Boomerangs were replaced, having proved to be extremely manoeuvrable, tough and blessed with a rapid rate of climb. They had acquitted themselves well in roles for which they were not designed and were remembered with affection by their pilots. Only one true Boomerang, a CA-12, survives in a museum.
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The Commonwealth Aircraft corporation Pty Ltd was formed in 1936 as the result of an Australian government scheme to establish an aircraft industry and make the country independent of outside suppliers. A number of wealthy industrial firms contributed to the financing of the company and, following a visit by an Air Board Technical Commission to the USA in 1936, negotiations were concluded for licence manufacture of the North American NA-26 two-seat general purpose monoplane and its Pratt Whitney Wasp engine. The NA-26 being an improved version of North Americans NA-16, with retractable tailwheel landing gear, the 600 hp (447 kW) Pratt Whitney R-1340 radial engine and equipment representative of contemporary operational aircraft. Tugan Aircraft Ltd was taken over by Commonwealth and its chief designer, Wing Commander Lawrence Wackett, became general manager of the new company. An initial order was placed by the RAAF for 40 NA-33s (North Americans new designation), as the licence-built version was designated. The manufacturer's designation was Commonwealth Aircraft CA-1, being the first Commonwealth aircraft, and the name Wirraway was chosen, which means "challenge" in the language of the aboriginals.
The first Australian built aircraft flew at Melbourne on 27 March 1939, and within four months the RAAF had accepted the first three aircraft. The outbreak of war in Europe led to increased orders for Wirraways. and the British government also financed the purchase of aircraft for the Empire Air Training Scheme in Australia. By June 1942 Commonwealth had built 620, and the type continued in limited production until the 755th and last aircraft was delivered in 1946. They replaced the Hawker Demon two-seater biplanes that were in service at the time. There were a number of Commonwealth designations for the Wirraway; these, together with the number built, were as follows: CA-1 (40), CA-3 (60), CA-5 (32), CA-7 (100), CA-8 (200), CA-9 (188) and CA-16 (135). The CA-10 was to have been a bomber version and the CA-10A a dive-bomber, but both were cancelled. The designation CA-20 was allocated to Wirraways converted for use by the Royal Australian Navy in the post-war training role. The top and bottom of the fuselage had light alloy metal panels, the sides had fabric. The basic construction of the fuselage was made of steel-tube with stringers and light alloy frames.
Wirraways saw service on convoy patrol work from Darwin, in Malaya, New Britain and New Guinea before being replaced by more warlike equipment, and by mid-1943 most front line Wirraway squadrons had re-equipped with CAC Boomerangs. As they were withdrawn from service almost 400 Wirraways were put into long-term storage. Eventually a number of these were used as the basis for the CA-28 Ceres agricultural aircraft.
The first Australian built aircraft flew at Melbourne on 27 March 1939, and within four months the RAAF had accepted the first three aircraft. The outbreak of war in Europe led to increased orders for Wirraways. and the British government also financed the purchase of aircraft for the Empire Air Training Scheme in Australia. By June 1942 Commonwealth had built 620, and the type continued in limited production until the 755th and last aircraft was delivered in 1946. They replaced the Hawker Demon two-seater biplanes that were in service at the time. There were a number of Commonwealth designations for the Wirraway; these, together with the number built, were as follows: CA-1 (40), CA-3 (60), CA-5 (32), CA-7 (100), CA-8 (200), CA-9 (188) and CA-16 (135). The CA-10 was to have been a bomber version and the CA-10A a dive-bomber, but both were cancelled. The designation CA-20 was allocated to Wirraways converted for use by the Royal Australian Navy in the post-war training role. The top and bottom of the fuselage had light alloy metal panels, the sides had fabric. The basic construction of the fuselage was made of steel-tube with stringers and light alloy frames.
Wirraways saw service on convoy patrol work from Darwin, in Malaya, New Britain and New Guinea before being replaced by more warlike equipment, and by mid-1943 most front line Wirraway squadrons had re-equipped with CAC Boomerangs. As they were withdrawn from service almost 400 Wirraways were put into long-term storage. Eventually a number of these were used as the basis for the CA-28 Ceres agricultural aircraft.
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After the Second World War, the Firefly remained in front line service with the Fleet Air Arm until the mid 1950s The UK also supplied the aircraft to Canada, Australia, Denmark, Ethiopia, the Netherlands Naval Aviation Service, India and Thailand. The Royal Canadian Navy employed 65 Fireflies of the Mk AS 5 type onboard its own aircraft carriers between 1946 and 1954. It also had some Mk I Fireflies, and sold several additional examples of these to Ethiopia in the early 1950s.
British and Australian Fireflies carried out anti-shipping patrols and ground strikes off various aircraft carriers in the Korean War as well as serving in the ground-attack role in the Malayan Emergency. From September of 1951 until January 1952 Royal Australian Navy Fireflies, flying from the aircraft carrier HMAS Sydney, flew strike missions against the North Korean army invading South Korea. These missions were extremely demanding and hazardous, yet no Fireflies were lost to enemy action. Fireflies were to remain in service with the RAN until 1966, being converted for anti-submarine duties and finally, target towing duties. The Firefly's FAA front line career ended with the introduction of the Gannet. As an example, the Indian Navy acquired 10 aircraft in the mid-50s for target tug purposes.
British and Australian Fireflies carried out anti-shipping patrols and ground strikes off various aircraft carriers in the Korean War as well as serving in the ground-attack role in the Malayan Emergency. From September of 1951 until January 1952 Royal Australian Navy Fireflies, flying from the aircraft carrier HMAS Sydney, flew strike missions against the North Korean army invading South Korea. These missions were extremely demanding and hazardous, yet no Fireflies were lost to enemy action. Fireflies were to remain in service with the RAN until 1966, being converted for anti-submarine duties and finally, target towing duties. The Firefly's FAA front line career ended with the introduction of the Gannet. As an example, the Indian Navy acquired 10 aircraft in the mid-50s for target tug purposes.
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The Lancaster was the most famous and successful Royal Air Force (RAF) heavy bomber of World War II. The prototype first flew on 9 January 1941, and was the forerunner of 7,374 Lancasters. Bomb loads grew from 4,000 lb to the 22, 000 lb 'Grand Slam', and Lancasters dropped two-thirds of the total tonnage of all RAF bombs against Germany. RAAF Nos 460, 463 and 467 Squadrons, based in the UK, used RAF Lancasters, and many other Australians flew with RAF Lancaster squadrons, including the famous No 617 'Dambusters' Squadron.
European war demands restricted the use of the Lancaster to that theatre, but one Lancaster III, ED930, "Q for Queenie", arrived in Australia on 4 June 1943. Flown by Flight Lieutenant P. Isaacson, the bomber toured New Zealand and, with the serial A66-1, was then used for war bond drives and recruiting campaigns. In October 1944, it was allocated to DAP as a pattern aircraft for Australian Lancaster production, but Lincolns were built instead and A66-1 was eventually scrapped in 1948. A second Lancaster, a Mk I, W4783, "G for George" of RAAF No 460 Squadron arrived in Australia on 8 November 1944. Flown by Flight Lieutenant Hudson, it was demonstrated as A66-2 and, in 1950, was transferred to the Australian War Memorial, where it stands today with its original serial number, W4783. In April 1945, four Lancaster IIIs (PB974, PB992/994) were allocated to the RAAF for research, but this project was cancelled.
European war demands restricted the use of the Lancaster to that theatre, but one Lancaster III, ED930, "Q for Queenie", arrived in Australia on 4 June 1943. Flown by Flight Lieutenant P. Isaacson, the bomber toured New Zealand and, with the serial A66-1, was then used for war bond drives and recruiting campaigns. In October 1944, it was allocated to DAP as a pattern aircraft for Australian Lancaster production, but Lincolns were built instead and A66-1 was eventually scrapped in 1948. A second Lancaster, a Mk I, W4783, "G for George" of RAAF No 460 Squadron arrived in Australia on 8 November 1944. Flown by Flight Lieutenant Hudson, it was demonstrated as A66-2 and, in 1950, was transferred to the Australian War Memorial, where it stands today with its original serial number, W4783. In April 1945, four Lancaster IIIs (PB974, PB992/994) were allocated to the RAAF for research, but this project was cancelled.
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In 1943 with the successful local production of Wirraway, Wackett and Tigermoth Trainers, as well as Beaufort, Beaufighter and Mosquito manufacturing well underway, the Australian Government sent a overseas mission to explore further types for local manufacture. That mission, with significant involvement by Sir Laurence Wackett, selected the Mustang as the next locally manufactured fighter and recommended the Lancaster for local manufacture if a heavy bomber was required, and later in May 1943 Lancaster III ED930 was sent out to Australia to act as the pattern aircraft, and in November 1943 the War Cabinet approved the manufacture of 50 Lancasters by the Beaufort Division of the Department of Aircraft Production (DAP).
At this same time development of the Lancaster design by Avro had lead to an intended "much improved" mark IV being developed, incorporating a new wing of greater span, a lengthened fuselage, greater fuel capacity and larger/more powerful merlin engines with four bladed propellers. The these changes along with the installation of a remote nose turret, angular bomb aimers panel transformed the design sufficiently from the Lancaster to result in a new name and the Avro type 694 Lincoln was created. With the war turning in the allies favour in Europe, the RAF turned its attention to entering the Pacific War and intended to create a dedicated "Tiger Force" consisting of the new Avro Lincoln Bomber, with its improved range and performance allowing the RAF to match the USAF's deployment of their new B-29 Bomber.
With this in mind Australia in February 1944 shifted its production intentions to the new Avro Design with the Department of Aircraft Production intended to produce its Lincolns as mark XXX, later to become mark 30 when arabic replaced roman numerals in British and Australian designations. The Mark 30 Lincoln was based on the Avro B2 Lincoln but with differing Merlin engines. In July 1945 the Lincoln programme was amended to include 61 Lincoln Bombers and 12 Avro Tudor airliners, (a pressurised airliner which shared the wing and engine design of the Lincoln) however despite creating a wooden mockup of the Tudor in 1948 the Tudor was dropped from Australian production plans and instead the order amended to 73 Lincoln Bombers.
The first 5 aircraft were assembled from imported Avro built B2 parts. The remainder were assembled from parts locally constructed at the DAP, now named Government Aircraft Factory (GAF) plant at Fishermens Bend Melbourne from extensive sub-contracting as had been the case for the DAP Beaufort and Beaufighters. The first Australian built GAF Mark 30 Lincoln flew on 12 March 1946 and the remainder were delivered between January 1947 and September 1953, with the last 12 aircraft being delivered as mark 31 Lincolns modified to perform maritime reconnaissance by fitting a 6 1/2 foot extension to the nose to accomodate a tactical navigator and three sonabuoy operators, and a further 7 existing mark 30 Lincolns were returned to the factory for similar modifications.
The Mark 30 Lincoln served as the RAAF's primary bomber with 1, 2 and 6 Squadrons forming 82 Wing in February 1948 equipped with Lincolns, replacing the wartime 4 engined Heavy Bomber, the Liberator. Number 1 Squadron was deployed to Singapore with RAF Lincolns in the Malayan Emergency and spent 8 years undertaking nearly 4000 sorties against communist terrorists. Number 2 and 6 Squadrons deployed their Lincolns in various duties including "Cloud Chasing" and testing support of the Maralinga Atom Bomb tests, before relinquishing their Lincolns for Australian made GAF Canberra Jet Bombers in December 1953, while 1 Squadron did not return to Australia and transfer to Canberra's until July 1958. The Mark 31 "Long Nose" Lincoln came into service in March 1955 with 10 and 11 Squadrons being so equipped, these aircraft were disposed of in 1961/1962 with the introduction of the Lockheed Neptune.
Unfortunately no example of the RAAF's last 4 engined Heavy Bomber, the largest aircraft ever manufactured in Australia, was retained for preservation or future display.
At this same time development of the Lancaster design by Avro had lead to an intended "much improved" mark IV being developed, incorporating a new wing of greater span, a lengthened fuselage, greater fuel capacity and larger/more powerful merlin engines with four bladed propellers. The these changes along with the installation of a remote nose turret, angular bomb aimers panel transformed the design sufficiently from the Lancaster to result in a new name and the Avro type 694 Lincoln was created. With the war turning in the allies favour in Europe, the RAF turned its attention to entering the Pacific War and intended to create a dedicated "Tiger Force" consisting of the new Avro Lincoln Bomber, with its improved range and performance allowing the RAF to match the USAF's deployment of their new B-29 Bomber.
With this in mind Australia in February 1944 shifted its production intentions to the new Avro Design with the Department of Aircraft Production intended to produce its Lincolns as mark XXX, later to become mark 30 when arabic replaced roman numerals in British and Australian designations. The Mark 30 Lincoln was based on the Avro B2 Lincoln but with differing Merlin engines. In July 1945 the Lincoln programme was amended to include 61 Lincoln Bombers and 12 Avro Tudor airliners, (a pressurised airliner which shared the wing and engine design of the Lincoln) however despite creating a wooden mockup of the Tudor in 1948 the Tudor was dropped from Australian production plans and instead the order amended to 73 Lincoln Bombers.
The first 5 aircraft were assembled from imported Avro built B2 parts. The remainder were assembled from parts locally constructed at the DAP, now named Government Aircraft Factory (GAF) plant at Fishermens Bend Melbourne from extensive sub-contracting as had been the case for the DAP Beaufort and Beaufighters. The first Australian built GAF Mark 30 Lincoln flew on 12 March 1946 and the remainder were delivered between January 1947 and September 1953, with the last 12 aircraft being delivered as mark 31 Lincolns modified to perform maritime reconnaissance by fitting a 6 1/2 foot extension to the nose to accomodate a tactical navigator and three sonabuoy operators, and a further 7 existing mark 30 Lincolns were returned to the factory for similar modifications.
The Mark 30 Lincoln served as the RAAF's primary bomber with 1, 2 and 6 Squadrons forming 82 Wing in February 1948 equipped with Lincolns, replacing the wartime 4 engined Heavy Bomber, the Liberator. Number 1 Squadron was deployed to Singapore with RAF Lincolns in the Malayan Emergency and spent 8 years undertaking nearly 4000 sorties against communist terrorists. Number 2 and 6 Squadrons deployed their Lincolns in various duties including "Cloud Chasing" and testing support of the Maralinga Atom Bomb tests, before relinquishing their Lincolns for Australian made GAF Canberra Jet Bombers in December 1953, while 1 Squadron did not return to Australia and transfer to Canberra's until July 1958. The Mark 31 "Long Nose" Lincoln came into service in March 1955 with 10 and 11 Squadrons being so equipped, these aircraft were disposed of in 1961/1962 with the introduction of the Lockheed Neptune.
Unfortunately no example of the RAAF's last 4 engined Heavy Bomber, the largest aircraft ever manufactured in Australia, was retained for preservation or future display.
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In 1942, the Australian de Havilland factory at Bankstown commenced production of a fighter-bomber Mosquito, the DHA 98 FB Mk 40. Initial delays were caused by the unavailability of Canadian birchwood, and Australian coachwood had to be substituted. The first Australian Mosquito was delivered on 23 July 1943, and accepted by the RAAF on 5 March 1944. The FB Mk 40 was equivalent to the RAF FB Mk VI and, although 212 were built at Bankstown (A52-1/212), only 209 served with the RAAF because A52-12, 18 and 24 crashed before acceptance. Six of the FB Mk 40s were converted for photo-reconnaissance as PR Mk 40s, and these aircraft operated so effectively that a further 28 FB Mk 40s were converted to PR Mk 41s. Previously, A52-90 had been re-engined with Packard Merlin 69s and became the sole FB Mk 42: however, this marque was superseded and A52-90 was used as the prototype for the PR Mk 41 and re-serialled A52-300.
On 28 January 1943, a RAF Mk II (DD664) became the first Mosquito to operate with the RAAF when, as A52-1001, it was used as the prototype for the local FB Mk 40. It was also the forerunner of 14 RAF T Mk IIIs (A52-1002/1015). Australian versions of these trainers were developed by converting 22 FB Mk 40s to T Mk 43s. In addition, a further 61 ex-RAF Mosquitoes were used by the RAAF as follows: 38 B Mk VIs (A52-500/537) and 23 PR Mk XVIs (A52-600/622). Thus, altogether 209 Australian Mosquitoes and 76 UK-built Mosquitoes served with the RAAF. These aircraft fitted with a variety of engines including the Merlin 31, Merlin 33 and Packard Merlin 69.
The RAAF Mosquitoes played a limited, but effective, part in the later years of the Pacific War and served with No 1 Photographic Reconnaissance Unit, Nos 87 and 94 Squadrons, No 78 Wing, No 1 Aircraft Performance Unit, Aircraft Research and Development Unit, Central Flying School, No 5 Operational Training Unit and Ferry/Survey Flights. Post-war, photo-reconnaissance Mosquitoes were used extensively between 1947–53 on survey flights throughout Australia. Mosquito flying ceased (mainly) in 1954, and the aircraft still on RAAF strength were passed to DAP for disposal, except for a few which were transferred to the Royal New Zealand Air Force. After the war, Mosquitoes laden with cameras surveyed all of India, Cambodia, and Australia. The last Mosquito built, an NF 38 (VX916), rolled off the production line at Chester on 28 November 1950, and the last operational combat mission was on 21 December 1955 when a Mosquito PR 34A conducted a reconnaissance mission above suspected communist strongholds hidden in the jungles of Malaya.
On 28 January 1943, a RAF Mk II (DD664) became the first Mosquito to operate with the RAAF when, as A52-1001, it was used as the prototype for the local FB Mk 40. It was also the forerunner of 14 RAF T Mk IIIs (A52-1002/1015). Australian versions of these trainers were developed by converting 22 FB Mk 40s to T Mk 43s. In addition, a further 61 ex-RAF Mosquitoes were used by the RAAF as follows: 38 B Mk VIs (A52-500/537) and 23 PR Mk XVIs (A52-600/622). Thus, altogether 209 Australian Mosquitoes and 76 UK-built Mosquitoes served with the RAAF. These aircraft fitted with a variety of engines including the Merlin 31, Merlin 33 and Packard Merlin 69.
The RAAF Mosquitoes played a limited, but effective, part in the later years of the Pacific War and served with No 1 Photographic Reconnaissance Unit, Nos 87 and 94 Squadrons, No 78 Wing, No 1 Aircraft Performance Unit, Aircraft Research and Development Unit, Central Flying School, No 5 Operational Training Unit and Ferry/Survey Flights. Post-war, photo-reconnaissance Mosquitoes were used extensively between 1947–53 on survey flights throughout Australia. Mosquito flying ceased (mainly) in 1954, and the aircraft still on RAAF strength were passed to DAP for disposal, except for a few which were transferred to the Royal New Zealand Air Force. After the war, Mosquitoes laden with cameras surveyed all of India, Cambodia, and Australia. The last Mosquito built, an NF 38 (VX916), rolled off the production line at Chester on 28 November 1950, and the last operational combat mission was on 21 December 1955 when a Mosquito PR 34A conducted a reconnaissance mission above suspected communist strongholds hidden in the jungles of Malaya.
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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.
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.
WJPearce
Airman 1st Class
I believe it is a Vought V-156F, similar to the SB2U Vindicator. The French bought them and after France fell, a number were taken over by the British and called Chesapeake.
WJP
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The Royal Australian Air Force ordered its first 18 PBY-5s (named Catalina) in 1940, around the same time as French purchase. Some of which would be used to re-establish the British-Australian airlink through Asia (see Order of the Double Sunrise). By the end of the war the RAAF had taken delivery of 168 Catalinas. The RAAF used Catalinas in a wide range of roles including reconnaissance and anti-submarine patrols, offensive mine-laying and air-sea rescue as well as psychological warfare. In addition, RAAF PBYs were used to transport Australian personnel home at the end of the war. The RAAF retired its last Catalina in 1952. It has been suggested that the Catalina was for Australia what the Spitfire was to England.
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.
More information: ADF Serials - RAAF A24 Consolidated PBY Catalina http://www.airforce.gov.au/raafmuseum/research/aircraft/series2/A24.htm
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.
More information: ADF Serials - RAAF A24 Consolidated PBY Catalina http://www.airforce.gov.au/raafmuseum/research/aircraft/series2/A24.htm
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The RCAF came into being on 1April 1924, its ancestors being the British flying services of the First World War. It was initially a component of the Canadian army, answerable to the chief of the general staff, but most of its tasks, like its aircraft, were essentially civilian in nature. Forestry patrols took pride of place, followed by aerial photography, fisheries protection, and the occasional 'mercy' flight. In 1925 only 73 out of 5,111 hours flown were devoted to military training.
In the first 15 years of its existence the RCAF's most notable achievement was probably the Hudson Strait expedition of 1927–8 to study ice and weather conditions with a view to opening up Churchill, Manitoba, as a port from which to export prairie grain to Europe. Its worst moment probably came in 1932, when cuts in the defence budget left it with a strength of less than 800. Growing tensions in Europe led the government to increase appropriations from 1935 on, and the air arm, which became an independent service with its own chief of air staff in 1938, was the primary beneficiary. On the eve of the Second World War, in August 1939, the RCAF numbered 8 Permanent Force and 12 Auxiliary squadrons, with 8 Hawker Hurricanes its only battle-worthy aircraft. That soon changed. Of the 250,000 men and women who served in the wartime RCAF, 94,000 served overseas, 60 per cent of them with Royal Air Force units.
The RCAF reached its maximum strength at the end of 1943 with 39 squadrons serving overseas and 38 on the Home War Establishment (HWE). Overseas strength peaked at 47 squadrons in February 1945, when the HWE had dropped to 24. The HWE consisted of Eastern and Western Air Commands engaged primarily on maritime reconnaissance and anti-submarine operations, and Training Command, responsible for the implementation of the British Commonwealth Air Training Plan , which graduated 131,553 aircrew, of whom 72,835 were Canadians. Overseas squadrons served in northwest Europe, Italy, North Africa, India, and Burma, the largest formation being No. 6 RCAF Bomber Group , formed in January 1943 and commanded initially by Air Vice-Marshal G. E. Brookes , followed (from February 1944) by AVM C. M. McEwen . At its peak strength, 6 Group numbered 14 squadrons. One bomber squadron, No. 405, moved to the elite No. 8 (Pathfinder) Group in April 1943 after a brief sojourn in Coastal Command. Twenty-four day and night fighter and army co-operation squadrons served in Fighter Command, the Air Defence of Great Britain, and/or 2nd Tactical Air Force at one time or another (but never in more than wing strength), while one day fighter squadron, No. 417, operated with the Desert Air Force in North Africa and Italy. Excluding No. 405, six squadrons contributed to Coastal Command, three on maritime reconnaissance, and two on maritime strike duties.
Twelve reconnaissance and strike squadrons of the HWE's Eastern Air Command patrolled the western side of the Atlantic, and nine Western Air Command (WAC) squadrons guarded the Pacific coast at one time or another. Two fighter squadrons and one bomber reconnaissance squadron from WAC participated directly in the Aleutian campaign in 1942, guarding Anchorage against the remote possibility of Japanese bombing raids and strafing Japanese positions on Kiska , where Squadron Leader K. A. Boomer shot down one Japanese aircraft—the HWE's only air-to-air victory. One maritime reconnaissance squadron, headquartered in Ceylon, monitored remote areas of the Indian Ocean from 1942 onwards, and three transport squadrons—one of which had earlier participated in the ill-fated Arnhem operation of September 1944—air-supplied the British 14th Army in Burma during 1945.
The first women to serve in the RCAF were the 12 who initiated the RCAF Nursing Service (which peaked at 395 in October 1944) in September 1940. In July 1941 a Canadian Women's Auxiliary Air Force was authorized, subsequently designated RCAF (Women's Division) in February 1942. Initially, members were employed only as cooks, clerks, drivers, telephone operators, waitresses, and such customary women's work. After 1942 they were admitted to all trade classifications other than aircrew and many served overseas in the United Kingdom. Over the course of the war, almost 17,000 (including 260 from Newfoundland) were enlisted in the RCAF (WD), 50 of them being decorated. The last members of the Women's Division were demobilized by March 1947, but on 21 March 1951 the cabinet authorized the recruitment of women into the regular RCAF.
By the end of 1947 RCAF strength had dwindled to 12,200 and all its combat aircraft were obsolescent. For the Korean War (1950) the air force could offer only a long-range transport squadron, although 26 RCAF fighter pilots flew with USAF squadrons. However, the onset of the Cold War put the RCAF on an upward path once again. Early in 1951 an air division of 12 squadrons of modern jet fighters was committed to NATO duties in Europe, a figure that sank to six by 1964. Several squadrons of four-engined maritime patrol aircraft monitored Canada's coastlines and the western Atlantic. Through the 1950s and 1960s another nine fighter squadrons were deployed in Canada, assigned to NORAD after its institution in August 1958, when the RCAF mustered over 55,000 airmen in its ranks. NORAD also involved the RCAF in ground radar chains—the Pinetree Line (constructed in the early 1950s), the Mid-Canada Line (mid-1950s), and the Distant Early Warning Line (late 1950s). In the post–Korean War era, the RCAF participated in UN operations, airlifting troops and equipment to major 'hot spots' such as Cyprus and the Congo and delivering observers to many out-of-the way places such as Yemen and New Guinea. A new National Defence Act, passed in April 1967, led to the unification of the Canadian armed forces from 1February 1968 and brought an end to the RCAF.
In the first 15 years of its existence the RCAF's most notable achievement was probably the Hudson Strait expedition of 1927–8 to study ice and weather conditions with a view to opening up Churchill, Manitoba, as a port from which to export prairie grain to Europe. Its worst moment probably came in 1932, when cuts in the defence budget left it with a strength of less than 800. Growing tensions in Europe led the government to increase appropriations from 1935 on, and the air arm, which became an independent service with its own chief of air staff in 1938, was the primary beneficiary. On the eve of the Second World War, in August 1939, the RCAF numbered 8 Permanent Force and 12 Auxiliary squadrons, with 8 Hawker Hurricanes its only battle-worthy aircraft. That soon changed. Of the 250,000 men and women who served in the wartime RCAF, 94,000 served overseas, 60 per cent of them with Royal Air Force units.
The RCAF reached its maximum strength at the end of 1943 with 39 squadrons serving overseas and 38 on the Home War Establishment (HWE). Overseas strength peaked at 47 squadrons in February 1945, when the HWE had dropped to 24. The HWE consisted of Eastern and Western Air Commands engaged primarily on maritime reconnaissance and anti-submarine operations, and Training Command, responsible for the implementation of the British Commonwealth Air Training Plan , which graduated 131,553 aircrew, of whom 72,835 were Canadians. Overseas squadrons served in northwest Europe, Italy, North Africa, India, and Burma, the largest formation being No. 6 RCAF Bomber Group , formed in January 1943 and commanded initially by Air Vice-Marshal G. E. Brookes , followed (from February 1944) by AVM C. M. McEwen . At its peak strength, 6 Group numbered 14 squadrons. One bomber squadron, No. 405, moved to the elite No. 8 (Pathfinder) Group in April 1943 after a brief sojourn in Coastal Command. Twenty-four day and night fighter and army co-operation squadrons served in Fighter Command, the Air Defence of Great Britain, and/or 2nd Tactical Air Force at one time or another (but never in more than wing strength), while one day fighter squadron, No. 417, operated with the Desert Air Force in North Africa and Italy. Excluding No. 405, six squadrons contributed to Coastal Command, three on maritime reconnaissance, and two on maritime strike duties.
Twelve reconnaissance and strike squadrons of the HWE's Eastern Air Command patrolled the western side of the Atlantic, and nine Western Air Command (WAC) squadrons guarded the Pacific coast at one time or another. Two fighter squadrons and one bomber reconnaissance squadron from WAC participated directly in the Aleutian campaign in 1942, guarding Anchorage against the remote possibility of Japanese bombing raids and strafing Japanese positions on Kiska , where Squadron Leader K. A. Boomer shot down one Japanese aircraft—the HWE's only air-to-air victory. One maritime reconnaissance squadron, headquartered in Ceylon, monitored remote areas of the Indian Ocean from 1942 onwards, and three transport squadrons—one of which had earlier participated in the ill-fated Arnhem operation of September 1944—air-supplied the British 14th Army in Burma during 1945.
The first women to serve in the RCAF were the 12 who initiated the RCAF Nursing Service (which peaked at 395 in October 1944) in September 1940. In July 1941 a Canadian Women's Auxiliary Air Force was authorized, subsequently designated RCAF (Women's Division) in February 1942. Initially, members were employed only as cooks, clerks, drivers, telephone operators, waitresses, and such customary women's work. After 1942 they were admitted to all trade classifications other than aircrew and many served overseas in the United Kingdom. Over the course of the war, almost 17,000 (including 260 from Newfoundland) were enlisted in the RCAF (WD), 50 of them being decorated. The last members of the Women's Division were demobilized by March 1947, but on 21 March 1951 the cabinet authorized the recruitment of women into the regular RCAF.
By the end of 1947 RCAF strength had dwindled to 12,200 and all its combat aircraft were obsolescent. For the Korean War (1950) the air force could offer only a long-range transport squadron, although 26 RCAF fighter pilots flew with USAF squadrons. However, the onset of the Cold War put the RCAF on an upward path once again. Early in 1951 an air division of 12 squadrons of modern jet fighters was committed to NATO duties in Europe, a figure that sank to six by 1964. Several squadrons of four-engined maritime patrol aircraft monitored Canada's coastlines and the western Atlantic. Through the 1950s and 1960s another nine fighter squadrons were deployed in Canada, assigned to NORAD after its institution in August 1958, when the RCAF mustered over 55,000 airmen in its ranks. NORAD also involved the RCAF in ground radar chains—the Pinetree Line (constructed in the early 1950s), the Mid-Canada Line (mid-1950s), and the Distant Early Warning Line (late 1950s). In the post–Korean War era, the RCAF participated in UN operations, airlifting troops and equipment to major 'hot spots' such as Cyprus and the Congo and delivering observers to many out-of-the way places such as Yemen and New Guinea. A new National Defence Act, passed in April 1967, led to the unification of the Canadian armed forces from 1February 1968 and brought an end to the RCAF.
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- #34
The Blackburn Shark was a pre-war carrier-borne torpedo-bomber and reconaissance biplane, which also operated at coastal stations and as a seaplane. The Shark prototype was first flown on 24 August, 1933 at Brough followed by Naval aviation tests on November 26, 1933 at the Aircraft and Armament Experimental Establishment at Martlesham Heath. The following year deck landing trails on the HMS Courageous proved successful and won an order from the Fleet Air Arm in August 1934, to contract no 334315/34 and specification 13/35, and in January 1937 under contract no 510994/35 to specification 19/36.
The prototype was fitted with twin floats and was test flown at Brough in April 1935 and successful sea trials took place at Felixstowe. More contracts followed, and during the three years of production 238 Sharks were delivered to the Fleet Air Arm.
The RCAF purchased seven Blackburn Shark II (760 hp/570 kW Tiger VI) in 1936 for service with No 6 (TB) Squadron, later operating as No 6 (BR) Sqn on shipping patrols off the Canadian west coast. Two Blackburn Shark IIIs (800 hp/600 kW Pegasus III) were supplied to RCAF by Blackburn in 1939 as forerunners of 17 similar aircraft built by Boeing Aircraft of Canada at Vancouver, with 840 hp (630 kW) Pegasus IX and used by Nos 6 and 4 (BR) Squadrons. RCAF Blackburn Sharks, some of which operated as floatplanes, were withdrawn from service in August 1944 and five were then transferred to the RN Air Observers' School in Trinidad.
The prototype was fitted with twin floats and was test flown at Brough in April 1935 and successful sea trials took place at Felixstowe. More contracts followed, and during the three years of production 238 Sharks were delivered to the Fleet Air Arm.
The RCAF purchased seven Blackburn Shark II (760 hp/570 kW Tiger VI) in 1936 for service with No 6 (TB) Squadron, later operating as No 6 (BR) Sqn on shipping patrols off the Canadian west coast. Two Blackburn Shark IIIs (800 hp/600 kW Pegasus III) were supplied to RCAF by Blackburn in 1939 as forerunners of 17 similar aircraft built by Boeing Aircraft of Canada at Vancouver, with 840 hp (630 kW) Pegasus IX and used by Nos 6 and 4 (BR) Squadrons. RCAF Blackburn Sharks, some of which operated as floatplanes, were withdrawn from service in August 1944 and five were then transferred to the RN Air Observers' School in Trinidad.
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- #35
The FF-1 was Grumman's first aircraft design for the US Navy. The prototype XFF-1 (serial number A8878) was built to a contract placed on 22 April 1931, first flying on 29 December of that year. A two-seat design, with an enclosed cockpit, fuselage of all-metal construction, and wings covered largely with fabric. The XFF-1 was powered initially by a 616 hp (459 kW) Wright R-1820-E Cyclone radial engine, it achieved 195 mph (314 km/h) during service trials, and when the original engine was exchanged for a 750 hp (560 kW) Wright R-1820-F Cyclone the XFF-1 reached a top speed of 201 mph (323 km/h), faster than any US Navy fighter in service at the time.
A production order was placed for 27 two-seat FF-1 (G-5) on 19 December 1932. Meanwhile Grumman had completed a second prototype (serial number A8940) to a two-seat scout configuration as the XSF-1 (G-6). Subsequently 33 production SF-1s were ordered based on the two-seat configuration. They differed from the FF-1 principally in having revised internal equipment and in being powered by R-1820-84 Cyclones instead of the R-1820-78 model installed in the fighter version. One XSF-2 was also completed, this having a Pratt Whitney R-1830 Wasp engine in place of the Cyclone.
The Canadian Car Foundry Co acquired a manufacturing licence for the FF-1, of which it completed a total of 57, some of them assembled from US-built components. A total of 40 aircraft were acquired by the Spanish Republican Government in 1937 via intermediaries from Turkey. This batch was built primarily to bypass the US embargo placed on belligerents during the Spanish Civil War. Although initially rejected as a fighter by the Royal Canadian Air Force as outdated and too slow, with the advent of war, the last 15 of the CC&F production batch were accepted as the Goblin I. The aircraft type served with the RCAF from 17 September 1940 until 21 April 1942. "A" Flight of No. 118 RCAF Sqn was equipped with Goblins at Rockcliffe in Ottawa, and subsequently became No. 118 (Fighter) Sqn., later stationed at Dartmouth, Nova Scotia where the Goblins for a time constituted the sole fighter force on the east coast.
A production order was placed for 27 two-seat FF-1 (G-5) on 19 December 1932. Meanwhile Grumman had completed a second prototype (serial number A8940) to a two-seat scout configuration as the XSF-1 (G-6). Subsequently 33 production SF-1s were ordered based on the two-seat configuration. They differed from the FF-1 principally in having revised internal equipment and in being powered by R-1820-84 Cyclones instead of the R-1820-78 model installed in the fighter version. One XSF-2 was also completed, this having a Pratt Whitney R-1830 Wasp engine in place of the Cyclone.
The Canadian Car Foundry Co acquired a manufacturing licence for the FF-1, of which it completed a total of 57, some of them assembled from US-built components. A total of 40 aircraft were acquired by the Spanish Republican Government in 1937 via intermediaries from Turkey. This batch was built primarily to bypass the US embargo placed on belligerents during the Spanish Civil War. Although initially rejected as a fighter by the Royal Canadian Air Force as outdated and too slow, with the advent of war, the last 15 of the CC&F production batch were accepted as the Goblin I. The aircraft type served with the RCAF from 17 September 1940 until 21 April 1942. "A" Flight of No. 118 RCAF Sqn was equipped with Goblins at Rockcliffe in Ottawa, and subsequently became No. 118 (Fighter) Sqn., later stationed at Dartmouth, Nova Scotia where the Goblins for a time constituted the sole fighter force on the east coast.
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Great info. Looking forward to more.
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- #38
Probably the most famous Allied bomber of World War II, the Lancaster had impressive flying characteristics and operational performance. The Lancaster was the RAF's only heavy bomber capable of carrying the 12,000-lb Tallboy and 22,000-lb Grand Slam bombs. The aircraft demonstrated superbly its right to fame with the daring and precise raids on the Ruhr dams in May 1943, and also the sinking of the German battleship Tirpitz in November 1944.
Thousands of Canadian aircrew and other personnel served with the RCAF and RAF's Lancaster squadrons in England; and thousands of Canadians at home worked at Victory Aircraft in Malton (Toronto), Ontario, where they produced over 400 Lancaster Mk X's. In total, more than 7300 Lancasters rolled off the production lines in Britain and Canada. Only two still fly.
Thousands of Canadian aircrew and other personnel served with the RCAF and RAF's Lancaster squadrons in England; and thousands of Canadians at home worked at Victory Aircraft in Malton (Toronto), Ontario, where they produced over 400 Lancaster Mk X's. In total, more than 7300 Lancasters rolled off the production lines in Britain and Canada. Only two still fly.
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The Royal Canadian Air Force received its first Hudson Mk.Is on September 15, 1939. The 28 Hudsons received by the RCAF were diverted from the original British contract and were given Canadian serials 759/786. They were delivered to No.11 Squadron. By November of 1942, Canada had received a total of 248 Hudsons, all but the first 28 of which retained their original RAF serial numbers. These broke down as follows: 28 Mk.Is, one MK.II, three MK.IIIs, 137 MK.IIIAs, 43 Mk.Vs, and 36 MK.VIs. They served in the maritime patrol and ASW roles with Nos.11, 113, 119, and 120 Squadrons until 1943. In addition, No.407 Squadron (RCAF) operated British Hudsons in the UK as part of Coastal Command. Hudsons also operated in the training role with Nos.31, 34, and 36 Operational Training Units, No. 1 Central Flying School, and No. 4 Air Observer School. One of No.31 OTU's Hudsons manage to damage and possibly sink a U-boat while on a training sortie off Nova Scotia on July 4, 1943. In contrast to the RAF, Hudsons remained in service with the RAF throughout the war and well afterwards. The last RCAF Hudson, AMK.IIIA serial number BW430, was finally struck off charge on December 13, 1948.
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The Grumman TBF Avenger (designated TBM for aircraft manufactured by General Motors) was an American torpedo bomber, developed initially for the United States Navy and Marine Corps and used by a large number of air forces around the world. It entered service in 1942, and began major use during the Battle of Midway.
The Avenger had a large bomb bay, allowing for one Bliss-Leavitt Mark 13 torpedo, a single 2000 lb (900 kg) bomb, or up to four 500 lb (230 kg) bombs. Torpedoes were generally abandoned after Midway and were not carried again regularly until after June of 1944, when improvements mandated their use again. By that time, it was rare for American aircraft to encounter enemy shipping at sea and the Avenger was primarily employed as a ground support weapon. The plane had overall ruggedness and stability, and pilots say it flew like a truck, for better or worse. With a 30,000 foot (10,000 m) ceiling and a fully-loaded range of 1,000 miles (1,600 km), it was better than any previous American torpedo plane, and better than its chief opponent, the then obsolete Japanese Nakajima B5N "Kate".
After WWII the RCN (Royal Canadian Navy) needed a replacement for their old Fairey Fireflies so they purchased 125 former USN TBM-3E Avengers. Between 1950and 1952 these aircraft arrived in the same dark blue paint scheme used by the USN with only the USN symbols being painted over. By this time the RCN had signed the 1949 NATO agreement designating the RCN to an ASW (Anti Submarine Warfare) specialty. All sorts of modifications were made to 98 of the Avengers from electronic updates to structural alterations in an effort to make them more suited for the purpose. In the end reality set in and the Avengers were replaced by the S-2 Tracker with its longer range and greater payload capacity. This along with it having a second engine greatly increased the safety factor when on long-range patrols over the North Atlantic. By 1957 the Avengers had been assigned training duties and by July 1960 had been officially retired.Aircraft 53322 was delivered to the RCN 826 Squadron located at RCNAS, Shearwater, Nova Scotia in May 1950 and on September 29, 1956 while assigned to the aircraft carrier HMCS Magnificent was lost in an accident with the pilot being rescued. During WWII 826 Squadron was designated part of the Royal Navy and even after the war had ended. However in May 1951 the 826 Squadron was renumbered 881 Squadron (RCN) and the 826 designation was returned to the RN.
The Avenger had a large bomb bay, allowing for one Bliss-Leavitt Mark 13 torpedo, a single 2000 lb (900 kg) bomb, or up to four 500 lb (230 kg) bombs. Torpedoes were generally abandoned after Midway and were not carried again regularly until after June of 1944, when improvements mandated their use again. By that time, it was rare for American aircraft to encounter enemy shipping at sea and the Avenger was primarily employed as a ground support weapon. The plane had overall ruggedness and stability, and pilots say it flew like a truck, for better or worse. With a 30,000 foot (10,000 m) ceiling and a fully-loaded range of 1,000 miles (1,600 km), it was better than any previous American torpedo plane, and better than its chief opponent, the then obsolete Japanese Nakajima B5N "Kate".
After WWII the RCN (Royal Canadian Navy) needed a replacement for their old Fairey Fireflies so they purchased 125 former USN TBM-3E Avengers. Between 1950and 1952 these aircraft arrived in the same dark blue paint scheme used by the USN with only the USN symbols being painted over. By this time the RCN had signed the 1949 NATO agreement designating the RCN to an ASW (Anti Submarine Warfare) specialty. All sorts of modifications were made to 98 of the Avengers from electronic updates to structural alterations in an effort to make them more suited for the purpose. In the end reality set in and the Avengers were replaced by the S-2 Tracker with its longer range and greater payload capacity. This along with it having a second engine greatly increased the safety factor when on long-range patrols over the North Atlantic. By 1957 the Avengers had been assigned training duties and by July 1960 had been officially retired.Aircraft 53322 was delivered to the RCN 826 Squadron located at RCNAS, Shearwater, Nova Scotia in May 1950 and on September 29, 1956 while assigned to the aircraft carrier HMCS Magnificent was lost in an accident with the pilot being rescued. During WWII 826 Squadron was designated part of the Royal Navy and even after the war had ended. However in May 1951 the 826 Squadron was renumbered 881 Squadron (RCN) and the 826 designation was returned to the RN.
