Commonwealth Air Forces

The Airspeed A.S.10 Oxford was a multi-engine three-seat advanced trainer monoplane used as a military trainer by the RAF in the 1930's. The Oxford was developed to fit specifications T.23/26 for a trainer aircraft, and the prototype Oxford which first flew in 1937, was the military version of the Airspeed Envoy. The aircraft was of the cantilever low-wing monoplane type, powered by two Armstrong Siddeley Cheetah air-cooled radial engines of 375 hp, giving a speed of 190 mph at 10,000 feet. It entered service with the RAF in 1938 and the Royal Navy in 1939/1940 and served until 1945/46. These aircraft included the Mk I with an Armstrong Whitworth dorsal turret, and the Mk II which had the turret removed and was employed mainly for pilot and navigation training.

On the outbreak of World War II, Oxfords were selected as one of the favoured trainer aircraft in Canada, Australia and New Zealand as part of the Empire Air Training Scheme (EATS) or British Commonwealth Air Training Plan (BCATP), and trained many Fleet Air Arm personnel. The BCATP evolved following a meeting of Government representatives from United Kingdom, Australia, New Zealand and Canada in Ottawa, and signed an agreement to set up the Plan in December 1939, converting Canada into what President Roosevelt later termed "the aerodrome of democracy." The first schools opened in Canada in April 1940, and by 24 November 1940 the first trainees from the Scheme arrived in the UK. A total of 8,751Oxfords served in Britain, Australia, Canada, New Zealand, Rhodesia, and the Middle East. In total 137,000 aircrew came to Canada from all corners of the globe to earn their wings in the British Commonwealth Air Training Plan. One of the main training schools was at the RCAF Station, Yarmouth, Nova Scotia, Canada, where the Royal Navy had the eastern side of the airfield whilst the RCAF flew anti-submarine patrols in Cansos from the other side of the field.

Known to trainees as the "Ox Box" the Oxfords were used at the BCATP schools in Canada and EATS Australian schools for instruction in flying, navigation, gunnery, radio and bombing. Designed for all aspects of aircrew training, It enabled training to be given in navigation and direction finding, high-altitude bombing, air gunnery, aerial photography, night-flying and twin-engine flying. In Australia, the prefix A25 was allocated for RAAF use but the imported Oxfords retained their RAF serials. Altogether 391 Oxfords were shipped to Australia and the first aircraft, P6878, was received on 28 October 1940 and the last, LW999 in March, 1944. By the end of production over 8,000 were built.

The Royal Canadian Air Force, also lacking any modern training aircraft, placed an order for the Harvard Mk.I but on the much more modest scale of two batches of 15. The RCAF Harvards, also designated NA-16-1Es by North American, received the charge number NA-61 and were the same as those delivered to the RAF, apart from the chosen paint scheme and the addition of a long "winter" exhaust following their introduction into service. Canada's cold winters would sometimes make the Harvard difficult to start and it was not uncommon for pilots to over prime the engine when it didn't kick over on the first attempt. This would result in a spectacular burst of flame from the standard, short exhaust when the engine did finally start and in some instances, the fuselage would catch fire as a result. The long exhaust, which ran down the side of the nose to the front of the cockpit safely channelled any wayward flames away from the fuselage and had the added bonus of adding warmth to what was normally a very cold cockpit. The modification was subsequently applied to RAF Harvards as well.

The first RCAF Harvard was accepted on July 20, 1939. By this stage, however, the Harvard Mk.I / BC-1 was already obsolete. Previously, in 1938, North American had designed a prototype light attack version of the BC-1, the NA-44. It was armed with four fixed 0.3 in machine guns and one on a flexible mount in the rear cockpit and bomb racks under the wings and fuselage. In order to provide adequate performance, an 775 hp Wright R-1820-FS2 Cyclone engine driving a three-blade propeller was fitted while structural changes included replacing the steel tube and fabric rear fuselage with a semi-monocoque, all aluminium stressed skin structure and widening the wing centre section by a further 12 inches to accommodate integral fuel tanks.

Source: North American Harvard

That's a CAC Wackett. Australian designed trainer aircraft, 202 built.

By the time war broke out, the Royal Canadian Air Force (RCAF) had nineteen Hurricane Mk Is on strength, these having been the subject of an order (for twenty) placed before hostilities commenced. After negotiations a further Mk I (L1848) was sent by Hawker Aircraft to Canadian Car Foundry (CC&F) along with complete plans on microfilm for production of Hurricane Mk Is powered by British Merlin III engines shipped from England to Canada. Since the Hurricane Mk I was likely to continue development, Hawker requested that an adequate gap in Mark Numbers be left to allow for further British designations, and consequently CC&F produced Hurricanes beginning with the Mark X designation. Canadian production went so well that the first Canadian produced Hurricane Mk I was delivered only a year after the pattern aircraft was shipped. After 166 Merlin III powered Hurricanes were produced, production was switched to the Mk X, the designation used to identify Hurricanes powered by the American manufactured Packard Merlin 28 powerplant. All 434 Hurricane Mk Is were built to British contracts, with twenty-five being taken over by the RCAF, and given Canadian serials. All aircraft were produced with eight gun armament, although in numerous casesthis was changed to twelve machine guns or four cannon for transshipment to other theaters or to the Russians. One Mk X, RCAF 1362 (AG310) was experimentally fifted with a fixed ski landing gear incorporating hydraulic trimming.

By the time war broke out, the Royal Canadian Air Force (RCAF) had nineteen Hurricane Mk Is on strength, these having been the subject of an order (for twenty) placed before hostilities commenced. After negotiations a further Mk I (L1848) was sent by Hawker Aircraft to Canadian Car Foundry (CC&F) along with complete plans on microfilm for production of Hurricane Mk Is powered by British Merlin III engines shipped from England to Canada. Since the Hurricane Mk I was likely to continue development, Hawker requested that an adequate gap in Mark Numbers be left to allow for further British designations, and consequently CC&F produced Hurricanes beginning with the Mark X designation. Canadian production went so well that the first Canadian produced Hurricane Mk I was delivered only a year after the pattern aircraft was shipped. After 166 Merlin III powered Hurricanes were produced, production was switched to the Mk X, the designation used to identify Hurricanes powered by the American manufactured Packard Merlin 28 powerplant. All 434 Hurricane Mk Is were built to British contracts, with twenty-five being taken over by the RCAF, and given Canadian serials. All aircraft were produced with eight gun armament, although in numerous casesthis was changed to twelve machine guns or four cannon for transshipment to other theaters or to the Russians. One Mk X, RCAF 1362 (AG310) was experimentally fifted with a fixed ski landing gear incorporating hydraulic trimming.

Canada was represented in the Battle of Britain by several hundred officers and airmen who served as aircrew and ground crew in Fighter, Bomber and Coastal Commands. The names of forty-seven are inscribed on the honour roll in the memorial chapel of Westminster Abbey. The great majority of these Canadians who fought in the Battle of Britain were young men who crossed the Atlantic in pre-war days to enlist in the RAF. There were, however, two fighter squadrons which bore the name Canadian. One was No.242 (Canadian) Squadron of the RAF; the other was No.1 (Fighter) Squadron of the RCAF (later designated "401") which had arrived in Britain on the eve of the Battle. S/L E.A. McNab, commander of No.401 Squadron, while temporarily attached to an RAF squadron to gain operational experience, drew first blood for the RCAF in an action fought high above the English countryside on 15 September1940 by destroying a Dornier bomber.

Hurricanes were used in the early offensive sweeps over Northern France and the Channel ports. Among the "Hurri" squadrons participating in these sorties was No.11 Squadron, the celebrated "Eagle" squadron of American pilots formed at the end of the Battle of Britain. No other aircraft fought on more fronts or proved itself more adaptable to tactical requirements, nor, if the need arose, was any aircraft able to withstand more punishment than the Hurricane. While Hurricanes fought over Northern Europe, Russia, North Africa, the Balkans, and the high seas, a few were hurriedly diverted in January, 1942 to meet the Japanese attack in Malaya. After initial success against the unescorted bombers, they were, however, to be severely punished by the Mitsubishi Zeke (more commonly known as the "Zero") fighter. The Hurricane operated magnificently as a fighter-bomber in India and Burma, as well as a carrier-borne fighter with the Far Eastern Fleet until the end of the war with Japan.

Source: Hawker HURRICANE

More info: Royal Canadian Air Force, Aircraft, Historical Aircraft, Hawker Hurricane

The aircraft shown under the 'Oxford' heading is an Avro Anson. The Wackett is in Australian markings, and I don't think was used by the RCAF, but not 100% sure on that.

Nice shots!

Very interesting

A British design, the de Havilland DH 82 Tiger Moth first flew in 1931. It was operated by the Royal Air Force, the Royal Canadian Air Force, and in many other countries, becoming one of the best known primary trainers of World War II. During the early years of the war, the aircraft was vital to the British Commonwealth Air Training Plan as thousands of Commonwealth pilots' first solos were in Tiger Moths. A total of 8389 Tiger Moths were built by de Havilland and its licensees between 1931 and 1945.

The first British-built D.H. 82 Tiger Moth for Canadian use was assembled at Downsview, Ontario in the summer of 1935. The Tiger Moth was an obvious replacement for the DH 60 Moth that was in air force service at the time, but the RCAF was in a state of hold and was without a budget. In May 1936, Phillip Garratt, a First World War pilot, became General Manager of de Havilland Canada. Garratt designed an all Canadian version of the Tiger Moth incorporating the RCAF's requested changes to the original design. These included an enclosed cockpit suitable for winter flying, heavier axles that could accept skis, a padded instrument panel and other refinements. Tigers incorporating these design changes were designated DH 82C to distinguish them from their 'A' model English cousins. In early 1937, Garratt finally won a long sought after order from the RCAF for 26 Tiger Moth trainers. A condition of the sale was that the Tiger Moths would be manufactured, not just assembled, at Downsview. Eventually 1747 Canadian Tiger Moths were built by de Havilland and these aircraft equipped many Elementary Flying Schools throughout the country. RCAF Tiger Moths flew an impressive 1,778,348 flying hours during the war and equipped more than 20 flying schools.

Source: De Haviland Tiger Moth

More info: de Havilland DH 82C Tiger Moth Royal Canadian Air Force, Aircraft, Historical Aircraft, de Havilland DH-82 Tiger Moth de Havilland Tiger Moth

The Royal Canadian Navy took delivery on 24 January 1946 of 12 radar-equipped Mk II aircraft; this was a Canadian designation, in British service these were the Mk. III. The first acquired aircraft were assigned to the newly formed 825 Sqn. aboard aircraft carrier HMCS Warrior. Canadian aircraft mechanics had been trained in the UK during the war serving on British aircraft carriers, notably HMS Puncher and Nabob which along with some Canadian pilots, the RCN crewed and operated for the RN. Warrior paid off in 1948 and returned to Britain along with the Barracuda aircraft.

New Zealand's military aviation began in 1913 when the New Zealand Army was presented with two Blériot monoplanes by the United Kingdom. These machines were grounded after a young woman was given a joyride; on the outbreak of hostilities, the Bleriots were sent to support British forces in Mesopotamia. In the Great War, New Zealand aircrew flew as part of the British Royal Flying Corps and Royal Naval Air Service. New Zealand pilots serving with British forces saw service in all theatres. Fifteen became aces, the top scorer being Keith Caldwell with, depending on how counted, more than 24 victories. The government assisted two private schools to train pilots for the conflict. The Walsh brothers flying school at Auckland was founded by Leo and Vivian Walsh—pioneers who had made the first controlled flight in New Zealand. From 1915 pilots trained on the Walsh Brothers Flying Boats including Curtiss machines, aircraft of their own design and, later in the war, the first two aircraft made by Boeing. In 1916 Sir Henry Wigram established the Canterbury Aviation Company at Sockburn, Christchurch, and purchased Caudron biplanes from Britain for pilot training. He gifted the aerodrome, later Wigram Aerodrome, to the government for defence purposes. At the end of the war many New Zealand pilots stayed with the new Royal Air Force and several had attained high rank by the outbreak of World War II. Others returned to New Zealand and, serving part-time, provided the nucleus of the NZPAF.

At the close of hostilities Great Britain offered each of the Dominions a hundred war-surplus combat aircraft. New Zealand was the last to respond and least enthusiastic. When the Avro 504s, Bristol F.2 Fighters and, De Havilland designed, Airco DH.4s and Airco DH.9s did reach New Zealand they were either placed in storage or loaned to the flying schools, barnstormers and nascent commercial operators. Several of the military aircraft were heavily modified—a 504 becoming a 3-seat floatplane and a DH-9 acquiring an enclosed passenger cabin. The importance of aviation in war was belatedly recognised, largely thanks to the efforts of visionary parliamentarian Sir Henry Wigram. In 1923 the New Zealand Permanent Air Force was formed: a part of the Army staffed by 72 pilots with Great War experience.[citation needed] It was initially equipped with the surviving Avro 504K, the DH.4s, DH.9s and Bristol Fighters. These operated from an airfield outside Christchurch at Sockburn. In 1926 Wigram donated £2,500 for the purchase of modern fighters and Gloster Grebes were acquired. Sockburn was later renamed Wigram, a name adopted by the suburb which grew up around the airbase.

A trickle of new-build Bristol Fighters and other new types joined the NZPAF in the late 1920s and early 1930s. A Lewis gun-equipped De Havilland Gipsy Moth floatplane took part in naval operations against rebels in Samoa. The NZPAF's first action came in 1930 when the Moth dropped an improvised bomb made out of a treacle tin on to a ship suspected of gun-running. The bomb did no damage, fortuitously, as the target turned out to be a local missionary vessel. More creditably, Fairey IIIFs made a dramatic maritime rescue and in the aftermath of the Napier earthquake the NZPAF flew in urgently needed supplies and medical equipment. Like other western air arms a major expansion began from the mid 1930s. The NZPAF acquired more modern British types including significant numbers of Airspeed Oxfords, Avro 626s, Fairey Gordons, Vickers Vildebeests and Blackburn Baffins—and small numbers of other types. The NZPAF was renamed the Royal New Zealand Air Force in 1934 and became an independent service in 1937.

At the outbreak of World War II the primary equipment of the RNZAF was 30 Vickers Wellington bombers, which the New Zealand government had offered to the United Kingdom, in August 1939, together with the crews to fly them. They became 75 Squadron. Many other New Zealanders were serving in the RAF. The primary role of the RNZAF was to take advantage of New Zealand's distance from the conflict by training aircrew, as part of the Empire Air Training Scheme, alongside the other major former British colonies, Canada, Australia and South Africa. For this task large numbers of De Havilland Tiger Moth, Airspeed Oxford and North American Harvard were manufactured or assembled locally and second-hand biplanes were acquired—such as Hawker Hinds and Vickers Vincents—as well as other types for specialised training such as Avro Ansons and Supermarine Walrus. Only when German surface raiders became active was it realised that a combat force would be needed in New Zealand in addition to the trainers.

The presence of German raiders lead to the formation of New Zealand-based combat units—initially rearming types, like the Vildebeest, and hurriedly converting impressed airliners, such as the DH86 to carry bombs. Lockheed Hudsons were obtained early in 1941 to take over this role. No. 5 Squadron with Vickers Vincents and Short Singapores were sent to protect Fiji. In December 1941 Japan attacked and rapidly conquered much of the area to the north of New Zealand. With the apparent threat of imminent invasion New Zealand was forced to look to her own defence, as well as to help the United Kingdom. Trainers and more airliners in New Zealand were camouflaged and armed and types, such as the such as the North American Harvard, Hawker Hind, Airspeed Oxford and even the de Havilland Tiger Moth, formed shadow bomber, army co-operation and fighter squadrons for use in the event of invasion. Hudsons moved forward into the South Pacific while No. 5 Squadron, in Fiji, commenced operations against the Japanese despite its obsolete equipment.

The vulnerability of New Zealand to Axis naval activity was demonstrated when a submarine-launched Japanese float plane overflew Wellington and Auckland—where it was chased ineffectually by a Tiger Moth. As few combat-capable aircraft were available at home and Britain was unable to help, New Zealand turned to the United States and signed a lend-lease agreement. Gradually at first, America was able to supply New Zealand with aircraft for use in the Pacific Theatre— initially, in 1942, Curtiss P-40 Kittyhawks and additional Harvards and Hudsons. The fall of Singapore led to the evacuated RNZAF pilots, in the RAF there, becoming available in New Zealand and they provided an experienced nucleus around which new fighter squadrons were formed. The early lend-lease aircraft were obsolescent and had difficulty holding their own against the skilled and well-equipped Japanese pilots, but as soon as pilots had converted to the lend-lease aircraft they were pressed into action. From mid-1943, at Guadalcanal, starting with No. 15 and No. 14 Squadrons, several Kittyhawk units fought with distinction. Several RNZAF pilots became aces against the Japanese, including Geoff Fisken, the Commonwealth's leading ace in the Pacific war. Other squadrons flew the elderly but effective Douglas Dauntless and, later, the modern Grumman Avenger torpedo bomber. From 12 October 1943, as part of Operation Cartwheel, RNZAF aircraft joined an allied air campaign against Japanese held airfields and the port of Rabaul.

The RNZAF took on a major part of the maritime reconnaissance task with Catalina (and later Sunderland) flying boats and Hudson bombers. The role of the RNZAF changed as the allies moved off the defensive. The Americans, leaders of the Allied nations in the Pacific, planned to bypass major Japanese strongholds, instead capturing a handful of island bases to provide a supply chain for an eventual attack on Japan itself. The Allied advance started from the South Pacific. The RNZAF was part of the force tasked with securing the line of advance by incapacitating bypassed Japanese strongholds, for example, Rabaul. As the war progressed the older types were replaced with more powerful modern aircraft; Kittyhawks gave way to Corsairs, Hudsons and Venturas. At the close of war the RNZAF was planning to bring 320 P51Ds into service as part replacement for the F4U. At its peak, in the Pacific, the RNZAF had 34 Squadrons—25 of which were based outside New Zealand and in action against Japanese forces. Thirteen squadrons of Corsairs, six of Venturas, two each of Catalinas and Avengers, two of Dakotas. The RNZAF also had a squadron of Dauntless dive bombers, several mixed transport and communications squadrons, a flight of Short Sunderlands and nearly 1000 training machines. To administer units in the South Pacific, No. 1 (Islands) Group RNZAF was formed on 10 March 1943.[5] In addition to this several hundred RNZAF personnel saw action with RAF squadrons or the FAA in Burma, Singapore and the South Pacific. By 1945 the RNZAF had over 41,000 personnel, including just over 10,000 aircrew who served with the RAF in Europe and Africa

Built by the Brewster Aeronautical Corporation in Queens, New York City, the F2A Buffalo was the first production monoplane fighter to enter service with the US Navy. The F2A was an all-metal, single-engine, single-seat, mid-wing monoplane with retractable landing gear and a tail hook for carrier operations. The control surfaces, i.e., ailerons, elevators and rudder, were metal framed but covered with fabric. The struts of the hydraulically-operated landing gear retracted into the underside of the wing while the wheels fitted into the stubby fuselage below the wings. The tail hook was fully retractable into the rear fuselage while the tail-wheel partially retracted into the rear fuselage. Because of its short wingspan, the F2A did not need a folding wing configuration to be accommodated on U.S. aircraft carriers.

The Buffalo entered squadron service in the summer of 1940 and it was not long before three serious defects were identified. The first was the landing gear; it was not strong enough for carrier operations. Brewster strengthened two weak struts but a real fix would require a redesign of the aircraft. The second defect was identified by reports from Europe which indicated that the Buffalo did not meet the performance criteria of other aircraft then in combat, e.g., armor protection, self sealing fuel tanks, etc. Armor protection was added to the F2A-3 resulting in a heavier, unstable aircraft. One solution was to use a more powerful Pratt Whitney engine but this would require a redesign of the aircraft. The third problem was the Brewster company management who had a habit of promising more than they could deliver resulting in serious delays in the deliveries of the aircraft. The final straw came when the Navy realized that the Grumman F4F-3 Wildcat was a superior aircraft in virtually every respect so no further Buffalos were ordered.

The Vickers Vildebeest and the similar Vickers Vincent were two very large two- to three-seat single-engined British biplanes designed and built by Vickers and used as a light bomber, torpedo bomber and in the army cooperation roles. While first flown in 1928, it remained in service at the start of the Second World War, with the last Vildebeests flying against Japanese forces over Singapore and Java in 1942.

12 Vildebeests were purchased by the Royal New Zealand Air Force in 1935 for coastal defence, with a further 27 acquired from RAF stocks in 1940-41. In addition, 60 or 62 of these machines, (depending on source), were passed on to the RNZAF. Kiwi Vildebeests were also used for photo mapping. A few were used for maritime patrols against German surface raiders, and Japanese submarines, (a handful were based in Fiji in December 1941), but the main war time role of the New Zealand aircraft was as particularly unwieldy pilot trainers, until replaced by North American Harvards in 1942.

New Zealand involvement with the Bristol Fighter began during WW1 even before the type went into service. Blenheim born Capt Clive Collett reportedly installed the first Constantinesco synchronising gear into prototype F.2A A3303 while working with the Experimental Armament Squadron at Orfedness in January 1917. (Collett later went on to become a Camel ace with 70 Sqn before being killed in an accident in December 1917). New Zealand involvement grew when a number of New Zealand aircrew operated the type. Notable amongst these was a young Keith Park, who was later to achieve the rank of Air Chief Marshal in the RAF and become a key figure in the Battle of Britain. As a Major in the RFC he achieved 20 victories flying the F.2B. Not so lucky were two aircrew known to have been killed in F.2B operations. 2nd Lt. Godfrey Johnstone (flying with 22 Squadron RFC from Auchel) was killed on January 30, 1918, along with his observer. Lt. Roy Fitzgerald MC (flying with 35 Squadron RFC from Flesselles) was killed on July 1 1918, although his wounded pilot survived. Although not on operations, Capt. Joseph Hammond was killed on September 22, 1918. At the time he was with the British Air Mission to the United States and was returning from a war bonds air display at Greenfield when he crashed near the Indianopolis speedway. One of his two passengers was also killed. At the time Hammond was the longest serving New Zealand pilot in the British services. He is notable for having been the New Zealand Governments first official pilot when employed to fly the Bleriot XI 'Britannia' in 1913. One other New Zealand connected F/2B pilot died in British service. Australian born F/O Neale Fitzgerald-Eager had served with the NZEF, going on to the RFC and RAF. He was serving with 14 Squadron at Ramleh in Palestine at the time of his death. He died of exposure approximately a week after his aircraft got off course and forced landed in the Sinai desert on June 14, 1920. Deaths in New Zealand service are recorded below.

Seven F.2B aircraft were operated in New Zealand in the 1919-1936 period. The first Bristol Fighters to arrive in New Zealand are associated with the mission of Col.A.V. Bettington RAF to New Zealand early in 1919. Col. Bettington had been appointed by the NZ Government to report on possible arrangements for the establishment of an Air Arm in New Zealand. Two reports were submitted (June and July), neither being deemed acceptable on the basis of cost. At the time Col. Bettington arrived New Zealand was offered a number of 'Imperial Gift' aircraft. The first batch was shipped on June 8, 1919 and arrived in Auckland on August 8, From there the crated aircraft (2 Bristol F.2B, 2 De Havilland DH4 and 2 Avro 504) were transhipped to Lyttleton where they arrived on August 28. H1558 was uncrated and sent to Sockburn (later renamed Wigram), from where it made its first flight on September 4, 1919. The other F.2B, H1557 was not to fly for nearly a year, after the second batch of Imperial Gift aircraft arrived.

Most of the Imperial gift aircraft were actually distributed amongst commercial operators. However the F.2B aircraft were among six aircraft retained for government use, and a small group of defence personnel were established to maintain and operate them. This was known for a time as the NZ Air Service, although by 1923 they were known as the NZ Aviation Corps. The aircraft were mainly in the 'general purpose' category, although in 1921 and 1923 they were used for refresher courses for former RFC officers. An Air Force Reserve had been officially created in 1922 as part of the territorial forces, but on June 14, 1923 the Government established the New Zealand Permanent Air Force as part of the regular forces, along with the New Zealand Air Force as part of the territorial forces. These forces were both under Army control (until 1937 when the RNZAF was established as a seperate force). Although not strongly supported with funding, the NZPAF did acquire a number of aircraft, including five more F.2bs. Two new Mk.II aircraft (6856 and 6857) were shipped to New Zealand on August 28, 1925. Three further new aircraft were acquired in July 1927. These were a Mk.III dual trainer (7120) and two J-type Mk.III army cooperation models (7121 and 7122). The later was the 3,576th and final F2B built under Air Ministry contract. The NZPAF in general used existing serials or constructor's numbers to identify aircraft. So these five carried their constructor's numbers as serials.

In NZPAF service the F.2B was a multi role aircraft. The aircraft continued to be used as an advanced trainer, for communications, army cooperation work, meteorological flights, and aerial survey work. For the later two Eagle VIII 7x7 inch format cameras were purchased in 1925. These were fitted to H1558 in March 1926. During July of that year Cpt J.L.Findlay carried out the first aerial photographic survey of Christchurch using 200 plates to cover nine square miles from an altitude of 5,400 feet (at a cost to the City Council of 99 pounds). A DH-50 was imported specifically for survey work and although this arrived in Lyttleton on March 31, 1927 the Bristol Fighters are known to have continued in survey work till at least 1929. The aircraft also carried out a considerable amount of 'joy-riding'. This was an accepted task, and many New Zealanders got their first taste of flying in a NZPAF aircraft. The aircraft participated in flying displays and official occassions. On September 11, 1928 four F.2B aircraft escorted Sir Charles Kingsford Smith and the Southern Cross on the final leg of flight into Wigram after making the first successful trans-Tasman flight. This historic occassion was filmed from the rear of one of the Bristol Fighters.

Three aircraft were written off in NZPAF service. H1557 was involved in a fatal crash during an annual pilot refresher course on March 17, 1926. During a type handling demonstration about 5.30pm the aircraft was seen to spin after a loop. The aircraft crashed into the grounds of the Methodist Orphanage in Harewood Rd, coming to rest about 11m (36') from the dining room where the children were eating. Pilot Cpt Frederick Horrell and passenger Lewis Reid (a mess waiter from Wigram) were killed. The pilot under instruction, Lt P.A. Turner was seriously injured, but survived. The other Imperial gift aircraft, H1558 was involved in a non-fatal crash in March 1929. The aircraft was subsequently broken up for spares. The other fatal accident also took place during an annual refresher camp. F2B 7121 was engaged in an air to ground gunnery exercise at the Lake Ellesmere range on February 25, 1936 when it failed to pull out of a dive. The aircraft struck the ground and rolled. The pilot, F/O Graham Owen, died from his injuries several hours later.

Although considered obsolete by 1931, the aircraft continued in service until 1936. By that time they were the last Bristol Fighters in military service in the British Commonwealth and possibly the world. The surviving four aircraft were transferred to instructional airframes. They were disposed off by burning on the Wigram dump at a time variously reported as between 1938 and late 1939.

gekho said:

The Douglas B-18 Bolo was a United States Army Air Corps and Royal Canadian Air Force bomber of the late 1930s and early 1940s. The Bolo was built by Douglas Aircraft Company and based on its DC-2 and was developed to replace the Martin B-10. By 1940 it was considered to be underpowered, to have inadequate defensive armament and carried too small a bomb load. Many were destroyed during the Pearl Harbor Attack and in the Philippines in early December 1941. By 1942 the survivors were relegated to antisubmarine or transport duty. A B-18 was one of the first American aircraft to sink a German U-Boat, the U-654 on 22 August 1942.

The Royal Canadian Air Force acquired 20 B-18As (designated the Douglas Digby Mark I), and also used them for patrol duties. On 2 October 1942, a B-18A, piloted by Captain Howard Burhanna Jr. of the 99th Bomb Squadron, depth charged and sank the German U-boat U-512 north of Cayenne, French Guiana. Bolos and Digbys sank an additional two submarines during the course of the war. RCAF Eastern Air Command (EAC) Digbys carried out 11 attacks on U-boats. U-520 was confirmed sunk by Flying Officer F. Raymes' crew of No 10 (BR) Sqn, on 30 October 1942.[3] east of Newfoundland. However, the antisubmarine role was relatively short-lived, and the Bolos were superseded in this role in 1943 by the B-24 Liberator which had a substantially longer range and a much heavier payload.

Click to expand...

I used to work with F.O. Rayme's son. He told me a few of his Dad's stories. If SpecialHobby ever releases the 1/72 B-18 kit, I'm going to try to build it as Raymes' aircraft.
Thanks for posting.


Chris

Technically speaking there were no RNZAF Buffalos. There was one squadron of RAAF Buffalos (21 Sqn) but all other Buffalo units were RAF. The confusion arises because 453 Sqn and 488 Sqn, although manned by Australian and Kiwi personnel, were Article XV Squadrons and hence were under RAF terms and conditions. They later reverted to their home country's respective air arm but at the time they flew Buffalos they were considered RAF units.

As a loyal member of the Commonwealth, New Zealand had dispatched a considerable number of army and air force personnel to bolster Britain's perilous position in the Middle East and elsewhere during 1940-41, but after the December '41 attack on Pearl Harbour and the rapid Japanese advance to within striking distance of Australia, New Zealand suddenly found itself dangerously close to the firing line. Despite its relatively small population (some 2 million during W.W.2), New Zealand was ready to play its part but was woefully short of modern aircraft. This all changed when the RNZAF was integrated into the American South Pacific Command (SOPAC) and began to receive deliveries of the main types of US warplanes - some diverted from British orders. Within a year, the number of RNZAF squadrons had increased sevenfold and by the end of 1944, 80% of the RNZAF operational squadrons had been transferred from defensive duties to offensive operations in the SW Pacific theatre. A total of 28 home squadrons saw active service before the war ended.

No 25 Squadron occupies a unique place in the history of the Royal New Zealand Air Force. It was formed specifically to fly one type of aircraft, the Douglas SBD Dauntless and, as part of the US 5th Air Force, only carried out one operational tour against one major target - the Japanese base at Rabaul on the island of New Britain in the Bismarck Sea. The US Navy, RNZAF, along with the French AF in 1944-45, were the only Allied Air Forces to use the Dauntless in combat. The idea of equipping the RNZAF with Dauntless dive-bombers was first mooted in February, 1943. At that time, the Allied forces under the command of General MacArthur were firmly established on the island of Bougainville and in the western half of New Britain - positions which allowed the heavily defended base of Rabaul to be attacked from both east and west. But in spite of prolonged and intensive bombing raids throughout 1943, Rabaul - although weakened - remained a formidable fortress. Since a direct assault would require massive sea and land forces and could result in heavy casualties, the decision was taken in early 1944 to beef up the air campaign even further before committing ground troops. The RNZAF had expressed its willingness to provide additional air crews and, under the original plan, No 25, 26, 27 and 28 Sqn RNZAF were to be equipped with the Dauntless, in the event, only 25 Sqn used the type operationally. Created on July 31st, 1943 at Seagrove near Auckland, North Island, No 25 Sqn RNZAF was allotted twelve aircrews and a handful of ground staff under the command of Sqn. Ldr T.J. McLean de Lange.

It was initially equipped with nine war weary ex-U.S.Marine Corps SBD-3 and -4 aircraft reputed to have seen service at the battle of the Coral Sea and the initial battles for Guardalcanal (is this true???). These nine Douglas SBD-3s were on loan from MAG-13 (Marine Air Group) of the USMC who were then based at Seagrove for a period of rest and recuperation. The SBD-3s - referred to by the American pilots as 'Slow But Deadly' due to its ability to absorb combat damage - were combat-weary machines and it took a solid week's work before the No 25 Sqn could get the first aircraft airborne. In addition, spares were in short supply and several of the machines had to be cannibalised with the help of mechanics from MAG-13 to restore the remainder to flying condition. The maintenance problems continued to hamper training and with with a 40% serviceability rate being the norm! The squadron's requests for better aircraft were finally answered at the end of September when the number of SBDs was incrased to 17. Eighteen aircraft were delivered (RNZAF serials NZ205 - NZ222) plus a further batch in November '43 (NZ5001 - NZ5018). NZ211 crashed during a training flight on September 13th, 1943 near Waiuku, North Island, NZ, killing both crewmen - pilot, Fl.Off W.D. McJannett and gunner, Sgt. D.M.J.Cairns. Despite being struck off charge, NZ211 was subsequently renumbered as NZ5007. (Cliff Jenks). By August, these aircraft began to receive temporary RNZAF serial numbers (NZ205-NZ222) but by late November, early December, had been allocated full RNZAF serials (NZ5001-NZ5018). A further nine aircraft were borrowed and received RNZAF serials - NZ5019 - NZ5027. At this time, many were repainted in similar colours, but with the addition of Blue/White/Blue RNZAF roundels without White bars, in six positions. Those on the fuselage sides had a Yellow outer ring as per contemporary RAF fuselage roundels. Fin flashes do not appear to have been added to the aircraft in photos taken at this time, but the last number of the serial was added in White to the fin and the nose cowl on some aircraft.

For the rest of the year, the training continued and, bit by bit, the full complement of aircrews were transferred to the squadron. None of the New Zealand pilots had any experience of flying dive-bombers. The first batch of pilots had come from Army Cooperation squadrons or from second-line units and later they were joined by pilots fresh from flying school. As for the air gunners, most had arrived from Canada where they had been sent under the Empire Training Scheme; others were assigned from bomber and coastal patrol squadrons for a new operational tour. After an intensive ground course, flight training commenced. To convert to the Dauntless pilots had to rack up a minimum of 60 hours. The programme included dive-bombing practice - a hair-raising experience for the crews, especially the rear-gunner who had to sit with his back to the engine in a dive at 75 degrees from the horizontal. Alternative modes of attack were the 'semi-vertical' dive at 45 degrees without the perforated underwing air-brakes extended, and the low-level bombing run between 500/1500ft (150/500m). In addition there was live firing practice for both pilot and air gunner, formation flying and day/night navigation exercises. To mark the completion of their training, a formation of 18 aircraft flew over Auckland on the morning of January 6th, 1944. At this time, this was the largest formation of aircraft ever seen over the city. All squadron personnel were then dispatched to Swanson for infantry weapons training and a course in jungle warfare/survival.

There was more to come - operational training under tropical conditions at Pallikulo airbase on the island of Esperitu Santo in the New Hebrides (now Vanuatu). The ground echelon (Number 25 Servicing Unit) had been sent ahead to prepare for their reception. On January 30th, 1944, the aircrews of No 25 Sqn left New Zealand aboard a Lockheed Lodestar and Douglas Dakota of No 40 Sqn RNZAF, arriving at Pallikulo nine hours later where they found a line-up of twenty seven newer, but still well worn ex-USMC, SBD-4s (RNZAF serials NZ5019 - NZ5045) to replace the worn out -3s they had abandoned in NZ. Mossong says - NZ5028 - NZ5045, were also ex-USMC and were in poor condition. They were in the then current U.S.Navy 4 tone scheme of Semi-Gloss Sea Blue wing and tailplane upper surfaces, N.s.Sea Blue upper fuselage, Intermediate Blue fuselage sides and fin, and Insignia White lower wings, tailplanes and fuselage. RNZAF Blue/White/Blue roundels (with Yellow outer rings on the fuselage roundels only) were painted over the 'Stars and Bars' in six positions.

The next day, operational training resumed - more dive-bombing practice and live gunnery exercises, formation and instrument flying. On February 11th, 1944, during an instrument flying session, the squadrn lost their first aircraft. SBD-4 NZ5037 (ex-BuAer 06953) flown by Fl.Off A.Moore and Flt.Sgt J.K. Munro went missing. Despite widespread searches over the following days, neither the aircraft or crew were found. More than forty years later, in 1987, the wreck of the missing SBD was discovered 50km from Santo. There was no trace of the crew. The aircraft was subsequently salvaged and restored as a museum exhibit. Training continued throughout February, culminating in mock sorties with US Marine Corps units (MAG-11, MAG-12 and MAG-21) where the New Zealanders were only a small part of formations that, at times, numbered over one hundred aircraft. Towards the end of the months, No 25 Sqn began to receive brand new Douglas SBD-5s to replace their second-hand SBD-4s. These were from the Marine Corps stocks (NZ5046-NZ5063) and were operated from February 19th in the Marine markings. By 25th February had been repainted with RNZAF roundels in four positions, and RNZAF serial numbers. All appeared to have the large pneumatic tailwheel fitted to land based USMC aircraft.

The old machines were handed back to the Americans at the beginning of March. From that moment on, the training was over and No 25 Sqn was now considered combat-ready. Their first mission had been scheduled for the end of February but this was postponed until March 22nd because the squadron's forward base at Piva on Bougainville was under repeated bombardment from Japanese artillery. Apart from a few familiarisation flights, there was very little activity at Pallikulo while the squadron waited for the ground situation to be resolved. On the morning of 22 March, the order came through to pack up and head for Piva via Henerson Field on Guadalcanal - a long detour south across open sea. No 25 Sqn flew the first leg in two echelons of nine aircraft - each led by a Lockheed PV-1 from No. 9 Sqn RNZAF. After a flight lasting five hours, all the New Zealand pilots reached Henderson Field but, on landing, Fl.Off. B.N.Graham swerved off the runway and collided with a petrol bowser, writing off his SBD-5 NZ5055 (ex-BuAer 36923). On the following day, the first echelon, led by Sqn.Ldr. McLean de Lange, reached Piva without incident, the second half of No 25 Sqn arriving on March 24th.

Soon after landing, McLean de Lange set about organising an operational sortie. This was a fairly timid, one-plane affair - an artillery spotting exercise conducted by the squadron commander himself and his rear gunner. Take-off was schedule for 06:15hrs - before the second echelon flew in from Henderson Field. The next day the Squadron set off for Piva on Bougainville, where the next morning their first operational sorties were carried out on the perimeter, due to the massive Japanese attacks on the Marine defenders in the area. The objective shared by the RNZAF and USMC SBDs was Rabaul and, more specifically, the dive bombing and strafing of the harbour installations, gun emplacements and surrounding air bases to clear the way for RNZAF and US Navy Grumman TBF Avengers to bomb the runways which were the primary targets. (The RNZAF had two squadrons of TBF-1C Avengers, No 30 and No 31 which fought alongside the Americans. They flew with the SBDs, on the same missions. Both NZ Avenger units were rotated through Guadalcanal and served until mid-44. Eight RNZAF Avengers were lost and eighteen crewmen were killed during their tour of operations.). The squadron was tasked with providing 12 aircraft and crews on a daily basis to carry out operations to help achive the 'neutralisation' of the large Japanese bases around Rabaul on the northern tip of New Britain. This was a tall order when the average operational strength of the squadron was 15 aircraft. This was achieved on all days except one.

The type of mission given to the New Zealanders involved a flying time of three and a half to four hours. Because cloud tended to build up during the day, the missions were usually launched in the morning. The classic bomb load for a Dauntless consisted of one 1,000lb (450kg) bomb carried in a launching cradle under the fuselage. When required, 100lb(45kg) bombs could be carried under the wings.
As the squadron was operating under the control of the Strike Command of COMAIRSOLS (Commander Air Solomons), they were for all practical reasons a U.S. squadron. A normal operational tour for an American unit was six weeks; No 25 Sqn served on Bougainville for eight, averaging 95 hours per crew. The squadron set out 32 strikes, completing 29.

Equipped with obsolescent Curtiss P-40s, Royal New Zealand Air Force (RNZAF) squadrons in the South Pacific performed impressively compared to the American units they operated alongside, in particular in the air-to-air role. The American government accordingly decided to give New Zealand early access to the Corsair, especially as it was not initially being used from carriers. Some 424 Corsairs equipped 13 RNZAF squadrons, including No. 14 Squadron RNZAF and No. 15 Squadron RNZAF, replacing SBD Dauntless as well as P-40s.[72] The F4Us were allocated NZ prefixed serial numbers: F4U-1s [N 5] NZ5201 to NZ5299; NZ5300 to NZ5399; NZ5400 to NZ5487, all of which were assembled by Unit 60; NZ5500 to NZ5577 were assembled and flown at RNZAF Hobsonville. In total there were 237 F4U-1s and 127 F4U-1Ds used by the RNZAF during the Second World War. 60 FG-1Ds which arrived post war were given serial numbers prefixed NZ5600 to NZ5660.

The first deliveries of lend-lease Corsairs began in March 1944 with the arrival of 30 F4U-1s at the RNZAF Base Depot Workshops (Unit 60) at Espiritu Santo in the New Hebrides. From April, these workshops became responsible for assembling all Corsairs for the RNZAF units operating the aircraft in the South West Pacific and a Test and Despatch flight was set up to test the aircraft after assembly. By June 1944, 100 Corsairs had been assembled and test flown. The first squadrons to use the Corsair were 20 and 21 Squadrons on Espiritu Santo island, operational in May 1944. The organization of the RNZAF in the Pacific and New Zealand meant that only the pilots and a small staff belonged to the Squadron (the maximum strength on a squadron was 27 pilots): Squadrons were assigned to several Servicing Units (SUs five-six officers, 57 NCOs, 212 airmen) which carried out aircraft maintenance and operated from fixed locations:[74] hence F4U-1 NZ5313 was first used by 20 Squadron/1 SU on Guadalcanal in May 1944; 20 Squadron was then relocated to 2 SU on Bougainville in November.[75] In all there were 10 front line SUs plus another three based in New Zealand. Because each of the SUs painted its aircraft with distinctive markings and the aircraft themselves could be repainted in several different colour schemes the RNZAF Corsairs were far less uniform in appearance compared with their American and FAA contemporaries. By late 1944, the F4U had equipped all 10 Pacific-based fighter squadrons of the RNZAF.

By the time the Corsairs arrived, there were virtually no Japanese aircraft left in New Zealand's allocated sectors of the Southern Pacific, and despite the RNZAF Squadrons extending their operations to more northern islands, they were primarily used for close support of American, Australian and New Zealand soldiers fighting the Japanese. New Zealand pilots were aware of the Corsair's poor forward view and tendency to ground loop, but found these drawbacks could be solved by pilot training in curved approaches before use from rough forward airbases. At the end of 1945, all Corsair squadrons but one (No. 14) were disbanded. That last squadron was based in Japan, until the Corsair was retired from service in 1947. No. 14 Squadron was given new FG-1Ds and, in March 1946 transferred to Iwakuni, Japan as part of the British Commonwealth Occupation Force. Only one airworthy example of the 424 aircraft procured survives: NZ5648/ZK-COR, owned by the Old Stick and Rudder Company at Masterton, NZ. One other mostly complete aircraft and the remains of two others were known to be held by a private collector at Ardmore, NZ, in 1996. Their current whereabouts are unknown.

The S-25 Sunderland was a development by Shorts of the 'C' class flying boat. Intended to meet a specification for a 4-engine coastal patrol/ long range reconaissance aircraft, production was ordered by the Air Ministry in March 1936 even before the prototype was complete. The design incorporated Fraser-Nash turrets in the nose and tail, a re-positioned flight deck to accomodate the changes to the nose, and a sweep back on the wings to allow for a shift in the centre of gravity. The fuselage was split in two decks with a bomb room beneath the wings - bombs or depth charges being winched out on racks below the wings. The crew comforts included rest bunks, a galley with two primus stoves, and a naval style flushing head. The prototype (K4774) flew in October 1937, and the type entered service with the RAF in the following year. The aircraft was produced as a Mk.1 with Pegasus XXII engines (75), Mk.II with more powerful XXIII engines (58), Mk.III with modified planing hull and a dorsal turret (407), and in 1943 the Mk.V with 1200 hp P&W R-1830 Twin Wasp engines (143). The Mk.IV was later designated the Seaford and was the progenitor of the Solent (1 completed as a Seaford, 6 converted to Solents).

The RNZAF initially operated Four Mk III Sunderland Transport aircraft (NZ4101-4104). The transport variant of the Sunderland was originally developed for BOAC from the standard Mk.III in 1942, and began international operation in March 1943. These unarmed aircraft had the military equipment removed, fairings over the turret positions and an improved interior catering for 24 to 30 passengers. In January 1944 the British Secretary of State for Dominion Affairs offered the New Zealand Government four at a very reasonable rate. Although the sale was initially opposed by the US (which saw the aircraft as potential post-war airliners), the aircraft were delivered by air (taking a westerly route through Africa and the Americas) between October and December 1944. Officially brought on charge on December 4th, the aircraft were allocated to the Flying Boat Transport Flight and based at Hobsonville. After repainting and interior reconfiguration for the combined passenger/freight role, the aircraft began operation in February 1945. The routes were primarily Auckland-Fiji, and Auckland-Noumea-Espiritu Santo. With the end of the war the aircraft were heavily involved in repatriating service personnel until they were laid up at the end of 1945.

The next phase in their service began in early 1946. During February and March, NZ4101 and NZ4102 were used by TEAL for training crews while they awaited delivery of their Sandringham aircraft. Representations to Government resulted in the re-establishment of a service to Fiji and on June 6, 1946 a weekly flight schedule commenced using NZ4102. In the meantime NZ4103 was converted for civil service, the work taking till October and the first post-conversion flight occuring on October 26th. By December 1946, 90% of the passengers on the Fiji service were fare paying civilians, and the government was under pressure to turn the operation over to a civil airline. The New Zealand Government had 'nationalised' domestic airline services and the New Zealand National Airways Corporation officially began operation on April 1 1947. However NAC lacked suitable international agreements and until these were finalised, the RNZAF continued to operate the services. On November 1 1947 NAC officially took over the South Pacific services being conducted by the RNZAF. In preparation for this the four aircraft were transferred to NAC on September 30. NZ4102 was registered as ZK-AMF and NZ4103 as ZK-AMG. However ZK-AMF was returned and its registration cancelled on December 22. In its place NZ4104 was civilianised and became ZK-AMK. (NZ4103 had been carrying out the service and NZ4102 was the 'standby'. Engineers considered NZ4104 to be the better airframe). In early 1948 NAC also began scheduled services from Wellington to the Chatham islands. However NAC were never very happy with operating the Sunderlands (they were underpowered and suffered numerous engine problems, as they had in RNZAF service) so they sought to pass the routes to TEAL. This occurred on June 6, 1950. The final service was by ZK-AMK over May 30-31. The aircraft made its final flight on June 1 after which it was delivered to Hobsonville.

The remaining aircraft were returned to the RNZAF (NZ4101 had been broken up for spares in 1949). The three beached aircraft were put up for tender by the Government stores board in May 1951. NZ4103/ZK-AMG and NZ4104/ZK-AMK were subsequently readvertised. NZ4102 was broken up in 1953-54. NZ4104 had a brief return to service in 1952 for use in conducting water and beaching drills as the RNZAF prepared for the arrival of GR Mk.5 Sunderlands. The remaining two Mk.III Sunderlands were broken up in 1955.

The RNZAF received 16 refurbished RAF MR.5 aircraft (NZ4105-4120) in 1953. These aircraft were allocated to No's 5 and 6 SQNs which operated them in long range maritime reconnaissance, ASW and SAR duties. Although chosen to meet New Zealand's commitment to patrol large areas of the South Pacific, the aircraft are probably best known for their 'Angel of Mercy' role - conducting mercy flights, delivering aid to civil disasters and carrying out searches. The aircraft were based at Hobsonville, and at Lauthala bay in Fiji. No 6 SQN was disbanded in 1957, and No 5 SQNs strength was steadily reduced until the Sunderlands were phased out in 1967. Two aircraft were lost in service - NZ4111 struck a reef in the Chathams in November1959 (where some of the wreck remains) and NZ4117 was written off after an accident at Tarawa in April 1961. NZ4108 was sold to Australian interests in 1963. Two aircraft (NZ4116 and NZ4119) had been dismantled for spares. NZ4110 became INST183, but was scrapped in the mid-1960's. One aircraft was given to MoTaT in 1966, and the remainder were sold for scrap (1965-67).

The Royal New Zealand Air Force (RNZAF) acquired numerous Hudsons from RAF allotments. These included 54 Mk.IIIs, 73 Mk.IIIAs, six Mk.Vs, and four MK.Vis. 94 of these aircraft received New Zealand serials NZ2001 to NZ2094, whereas seven retained their RAF serials. They served with five Bomber Reconnaissance Squadrons (Nos 1, 2, 3, 4, and 9) and with two Transport Squadrons (Nos 40 and 41). In the bomber role, they entered service during 1941 with Nos. 1, 2, and 4 Squadrons.

The RNZAF Hudsons began flying maritime patrols from New Zealand, Fiji, and New Caledonia. Their first action was in late November of 1942 when No. 3 Squadron entered the battle for Guadalcanal. During its tour of duty in the Solomons, No. 3 Squadron's Hudsons gained their first aerial victory on April 2, 1943 and scored its first submarine kill on the next day. They were phased out by No. 3 Squadron in 1944, and were replaced by Lockheed Venturas. In the transport role they served from 1943 until the end of the war. For RNZAF serial tie-ups with USAAF and RAF serials, look at Darren Crick's RNZAF serial number website. The RNZAF serials NZ2001 through NZ2036 were from RAF Hudson lots delivered prior to Lend-Lease. Numbers NZ2037 and later were acquired after Lend-Lease was in effect, and they hence had USAAF serial numbers assigned for administrative purposes.