Commonwealth Air Forces

Brothers Leo and Vivian Walsh built and flew a Howard Wright biplane in 1910 and flew it on 5 February 1911. When in August the aircraft crashed it was rebuilt by the brothers into what was in reality an entirely new aircraft, with a streamlined nacelle between the wings, which now had swept outer bay, while the canard was replaced by a conventional tailplane. During 1914 they began construction of a two place flying boat similar to a Curtiss design. After the war broke out, the brothers founded the New Zealand Flying School in October 1915 to train men for the Royal Flying Corps. The Curtiss based design was modified with dual controls to become a trainer and first flown 1 January 1915. The first class of three included the fighter ace, Keith Caldwell. Classes were always small but - in contrast to overseas training - comprehensive.

Due to the difficulties obtaining suitable training aircraft, the Walsh brothers decided to build their own trainers, initially based on this pattern. Over the next four years they produced a series of four flying boat designs, evolved from, but bearing little resemblance to the original Curtiss model. The last of the Walsh Brothers designs, the Type D of 1919 was an aerodynamically and hydrodynamically advanced machine, with a powerful Beardmore engine. The flying school struggled to gain clients after the war, and all assets of the flying school were acquired for the NZPAF in 1924. All Walsh brothers flying boats had been made for the use of the school, not for sale. The NZPAF had a landplane based training programme using the Avro 504K and had no use for the flying boats. The survivors are believed to have been burnt on the Auckland waterfront, however there are "lost treasure" stories that these and some of the other machines used by the flying school are stored on a defence force base at Devonport in tunnels bricked up after the Second World War.

The Supermarine Walrus was a single-engine amphibious biplane reconnaissance aircraft designed by R. J. Mitchell and operated by the Fleet Air Arm. It also served with the Royal Air Force, RAAF, RNZN, RCAF, and RNZAF.The Walrus was initially developed for service from cruisers at the request of Australia, and was called the Seagull V although there was little resemblance to the earlier Supermarine Seagull III. It was designed to be launched from ship-borne catapults, and was the first amphibious aircraft in the world to be launched by catapult with a full military load.

The lower wings of this biplane were set in the shoulder position with a stabilising float mounted under each one, and its horizontal tail-surfaces were positioned high on the tail-fin. The single Bristol Pegasus VI radial engine was housed in a nacelle slung from the upper wing and powered a four-blade propeller in pusher configuration. The wings could be folded on ship, giving a stowage width of 17 ft 11 in (5.5 m). One of the more unusual characteristics of the aircraft was that the control column was not a fixed fitting in the usual way, but could be unplugged from either of two sockets at floor level. It became a habit for only one column to be in use and when control was passed from the pilot to co-pilot or vice-versa, the control column would simply be unplugged and handed over.As the Walrus was stressed to a level suitable for catapult-launching, rather surprisingly for such an ungainly-looking machine, it could be looped and bunted, whereupon any water in the bilges would make its presence felt. This usually discouraged the pilot from any future aerobatics on this type.

Armament usually consisted of two Vickers K machine guns, with the capability of carrying 760 lb (345 kg) of bombs or depth charges mounted beneath the lower wings.The Royal Australian Air Force ordered 24 examples directly off the drawing boards, under the Seagull V A2 designation, which were delivered for service from cruisers from 1935 followed by orders from the Royal Air Force with the first production Walrus, K5772, flying on 16 March, 1936. It was also hoped to capitalise on the aircrafts successful exports to Japan, Spain, etc.A total of 740 Walrus were built in three major variants: the metal-hulled Seagull V and Walrus I, and the wooden-hulled Walrus II. The Walrus was affectionately known as the Shagbat or sometimes Steam-pigeon the latter name coming from the steam produced by water striking the hot Pegasus engine.

The first Seagull V, A2-1, was handed over to the Royal Australian Air Force in 1935, with the last, A2-24 delivered in 1937 and served aboard the HMA Ships Australia (MTO [Mediterranian Theatre of Operations]), Canberra (MTO, SWPA, lost at Guadalcanal in 1942), Sydney (MTO, SWPA, lost off the coast of Western Australia 1942), Perth and Hobart.Walrus deliveries started in 1936 when the first example to be deployed was with the New Zealand division of the Royal Navy, on HMS Achilles (later a victor of the Battle of the River Plate). By the start of World War II the Walrus was in widespread use, and saw service in home waters, the Mediterranean and the Far East. Walrus are credited with sinking or damaging at least five enemy submarines, while RAF use in home waters was mainly in the air-sea rescue role. One Walrus, HD874, (Restored and exhibited at the RAAF Museum, Point Cook, Victoria) was still in service in 1947 with the Australian Antarctic Expedition.The Irish Air Corps used the Walrus as a maritime patrol aircraft during World War II. One of the Walrus aircraft formerly flown by the Air Corps is preserved, albeit in Royal Navy colours. The aircraft was bought back by the Fleet Air Arm after the war as a training aircraft, and now resides in the RNAS museum in Yeovilton.

looks better sitting in the water, just don't look right otherwise...

Great pictures and very informative text, as usual. The third pic of the RAAF Vengeance is actually a Royal Navy Fleet Air Arm F6F Hellcat. The Chesapeake is shown in Armee de L Air colours. The first military aircraft in New Zealand was only one Bleriot XI-2 two-seater, not two; this was named 'Britannia' and had formerly been used by Hendon based 'stunt' pilot Gustav Hamel to fly from Dover in England to Cologne in April 1913.

Only four of the 48 PV-2 Harpoons arrived in NZ before the order was cancelled and the aircraft were sent back to the US in April to May 1945. They were not flown in New Zealand apart from their delivery flights.

The middle picture of a Hastings shows TG603; this is an RAF aircraft; ended its life in a crash at Luqa, Malta. One of the RNZAF Hastings nose sections survives at MoTaT. The lower Hastings image was taken at Mildenhall at the start of the 1953 England to New Zealand (Harewood, Christchurch) air race, which was won by an RAF Canberra. The tail of the handicap winner, a KLM DC-6 is visible. There's a neat story about that aircraft in that it was carrying a bunch of women from Europe who had settled on embarking on a new life in New Zealand. Like the KLM DC-2 in the 1934 MacRobertson air race from England to Australia, the KLM flight was considered a fare paying passenger flight by the airline. The RNZAF Hastings was forced out of the race due to engine trouble.

The RNZAF never operated the Lancastrian, nor the Hurricane.

Keep 'em coming...

When the Second World War broke out on 3 September 1939, the Commonwealth had no spare aircraft to sell and aircraft which were purchased or built in South Africa were obsolete, with only six Hurricane Mk1's, a Fairey Battle and a Blenheim Mk1 being current operational types. On top of this, the 1936 plan for expansion had not materialised. The SAAF still only consisted of 160 permanent force officers, 35 cadets and 1 400 other ranks. No effort was made to procure modern aircraft from any other source. Technical knowledge was limited to fabric covered biplanes. The SAAF consisted of a Central Flying School at Zwartkop, two light bomber squadrons which were equipped with Hartbees and based at Waterkloof, the Aircraft and Artillery Depot at Roberts Heights (Voortrekkerhoogte), and a number of detached flights operating at the out stations.

The inclusion of the entire South African Airways fleet of Junkers aircraft and the technical staff with experience in metal covered monoplanes was a boost to the SAAF, as were the civil aircraft taken over. The Junkers had been bought with a possible war in mind and the Ju-52s were used for transport and the Ju-86s as medium bombers, hastily converted for the purpose. The Ju-86s were pressed into service immediately in a maritime role and their first success was the interception of a German ship trying to run for home in December 1939. In October 1939, Chief of the General Staff, Sir Pierre van Ryneveld, approved a plan known as the Peace Expansion Scheme, under which a total of 720 aircraft were acquired - 336 of which were fighters. When Italy entered the war in 1940, SAAF squadrons were deployed to East Africa with the aircraft available at the time, later to be supplemented by more modern aircraft. The SAAF played a tremendous part in the conquest Mussolini's African Empire. Without air superiority, it may have taken months to move the Italians from their positions in the mountains. They were simply blasted out of their positions, impregnable from the ground, by bombs let loose upon them by the SAAF. Conditions were far from ideal, operations were from makeshift desert airfields or hacked out of bush. Then there was the tropical sun and the fine dust that got into motors, machine guns and food.

Nearer to home the SAAF supported the RAF in the British invasion on Vichy held Madagascar in May 1942. Two flights, equipped with Marylands and Beauforts, operated in ground support and reconnaissance roles. The SAAF played a vital role in photographing the island prior to the invasion. The operation ended in November 1942. The SAAF did not enter into the Empire Air Training Scheme, but on 1 August 1940, a Joint Air Training Scheme was adopted and proved such a brilliant success throughout the British Commonwealth that it ultimately became a nemesis for the Luftwaffe and Regia Aeronautica. The scheme provided for the establishment of 24 flying schools with a target of 3 000 and at least 2 000 observers by 1942. By the end of 1944 SAAF strength had reached 44 417 inclusive of 2 349 pilots, some 1 535 observers and gunners, 9 661 artisans and 6 595 basic trainees. As a result of the Joint Air Training Scheme, a total of 33 347 aircrews had been trained by thirty six Air Schools by 1945. There was little doubt that the 'Battle of training' as it became known, was being well and truly won.

SAAF squadrons moved on to Northern Africa in April 1942, now equipped with the latest aircraft. The SAAF was represented in the invasion of Sicily by 1, 12, 21 and 24 Squadrons operating from Malta. The SAAF supported the British Eighth Army and the American 5th Army, of which 6 Division was part. 25 and 30 Squadrons were part of the Balklands Air Force and operated in support of partisans in Yugoslavia. 60 Squadron, operating Mosquitoes, carried out strategic reconnaissance for the whole of the Mediterranean theater. While based in Italy 31 and 34 Squadrons, as part of 205 Group RAF, undertook 181 sorties during August and September 1944 dropping supplies to the Polish patriots who were fighting desperately for their lives on the ground. Although very little was accomplished by these operations, they nevertheless represent one of the most outstanding achievements in the history of the SAAF.

The SAAF was at its peak strength at the end of the North African Campaign. There were 26 squadrons in North Africa, the personnel strength numbering 8 976. This included 2 789 Non-European Auxiliary Service and 83 Womens Auxiliary Air Force personnel. The SAAF made up a third of the RAF Operational Command in the theater. Approximately another 9 000 SAAF personnel served in other allied Air Forces. Including personnel in the Union and elsewhere, the total SAAF strength was 45 000. At the start of the war 33 squadrons were envisaged. At the end of the war there were 35 squadrons.

Source: The South African Air Force
More information: Military history of South Africa during World War II - Wikipedia, the free encyclopedia South African Air Force - Wikipedia, the free encyclopedia South African Air Force Museum: Home http://www.scramble.nl/za.htm

The Boston entered service in North Africa with No.24 Squadron SAAF in November 1941, just before the first American A-20s arrived in the area. At first No.24 SAAF used its Bostons on unescorted reconnaissance missions in small groups, and suffered very heavy losses. By the end of December the squadron had to be withdrawn to recover. The squadron returned to the fight in 22 February 1942, this time operating with fighter escorts. They were joined on 15 March 1942 by No.12 Squadron SAAF. The two squadrons operated together during the desert battles of 1942, which culminated in the second battle of El Alamein. In the period before that battle they were used to attack German tank columns, air fields and lines of communication, while after the victory at El Alamein they carried out a large number of low level attacks. These were dangerous missions and the squadrons suffered heavy losses, but they were able to destroy a large number of the crucial soft skinned transport vehicles needed by the retreating Germans and Italians.

The number of Boston squadrons doubled in March 1943 when Nos.18 and 144 converted to the aircraft. All four squadrons were involved in the final fighting in Tunisia, which ended with the German surrender in May 1943. They then took part in the early stages of the fighting in Italy, taking part in the invasion of Sicily and southern Italy. The two South African squadrons converted to the B-26 Marauder in December 1943-January 1944, and for most of 1944 only two squadrons operated the Boston. The number rose to four again in October 1944 when Nos.13 and 55 squadrons converted to the Boston from the Baltimore. The four squadrons (Nos.13, 18, 55 and 114) formed 232nd Wing, operating the Boston IV and V. The wing operated at night, often carrying out prolonged nuisance raids over German positions, attacking the same point at regular intervals through the night.

Later in 1944 No.13 (from October 1944), No.18, No.55 (from October 1944) and No.114 Squadrons formed 232nd Wing. The Boston IV and V replaced the Boston III and the wing carried out night bombing missions in Northern Italy. A Boston V is credited with carrying out the final night raid in Italy on 30 April 1945. After that the Bostons were used to drop surrender leaflets to isolated German troops. The four squadrons retained their Bostons until 1946.

Source: Douglas Boston in RAF Service
More information: No. 24 Squadron (SAAF) during the Second World War Collections search | Imperial War Museums[agentString][0]=%22South%20African%20Air%20Force%2C%2024%20Squadron%22&query= Operation Report No. 12 S.A.A.F. Squadron 29 Nov 41 « The Crusader Project

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries throughout the Second World War. The Spitfire continued to be used as a front line fighter and in secondary roles into the 1950s. It was produced in greater numbers than any other British aircraft and was the only British fighter in production throughout the war.

More info: 9 Squadron SAAF - Wikipedia, the free encyclopedia The South African Air Force

The Mustang and the SAAF did not meet for the first time in Korea. Early models of this British initiated, American built fighter, served with 5 Squadron in North Africa and Italy during the Second World War.The SAAf used the Mustang from 24 September 1944 when P-51B/C Mustang Is replaced Kittyhawks in 5 Sqn during the Italian campaign. P-51K Mustang IVa's, plus a few P-51D Mustang IV's were introduced later and 5 Sqn used the type extensively until is was disbanded in October 1945. When the South African Government comitted a squadron to the United Nations forces in Korea, 2 Squadron was selected to join the fray with Spitfires. This decision was rescindered, and it was decided to operate an aircraft which was already in the theatre, and for which full logistic support was already established. 2 Squadron joined the 18th Fighter-bomber Wing, flying Mustangs and later on F-86 Sabres.

Source: SAAF MUSTANGS
More information: Jan J. Safarik: Air Aces Home Page

The De Havilland Mosquito was developed in the course of 1938-39 by a design team headed by R E Bishop in accordance with an original concept for a high-speed two-seat unarmed bomber of wooden construction proposed by Capt Geoffrey de Havilland. Development proceeded during 1940 to Specification B.l/40, written round the DH proposal and covering a bomber/reconnaissance aircraft with provision for development of a fighter variant also, powered by 1,280 hp Merlin RM35M engines. Initial contract placed March 1, 1940, for 50 bomber/reconnaissance aircraft, including one prototype; amended July 1940 to include one fighter prototype and in January 1941 to include a reconnaissance prototype, with many subsequent amendments and additions to contracts which eventually covered production of 6,411 De Havilland Mosquitoes in Britain, 1,134 in Canada and 212 in Australia, production continuing until 1950. In the UK, production shared between de Havilland at Hatfield, Leavesden and (post-war) Chester, Airspeed at Christchurch, Percival at Luton and Standard Motors at Coventry; Canadian and Australian production was by the de Havilland companies at Toronto and Sydney respectively.

More information: DH.98 Mosquito. de Haviiland Aircraft South Africa

The Proctor was developed from the Percival Vega Gull in response to Air Ministry Specification 20/38 for a radio trainer and communications aircraft. The prototype aircraft first flew on 8 October 1939 and the type was put into production for the RAF and RN. The prototype was tested as an emergency bomber during 1940 but this idea was abandoned as the invasion threat receded. F. Hills Sons of Trafford Park near Manchester built 812 Proctors of several marks between 1941 and 1945, assembling most of the aircraft at Barton Aerodrome.

When the Second World War broke out on 3 September 1939, the Commonwealth had no spare aircraft to sell and aircraft which were purchased or built in South Africa were obsolete, with only six Hurricane Mk1's, a Fairey Battle and a Blenheim Mk1 being current operational types. The South African Air Force (SAAF) consisted of 160 permanent force officers, 35 cadets and 1 400 other ranks. Technical knowledge was limited to fabric covered biplanes. The oldest SAAF unit, 1 Squadron had been a Fighter/Bomber Squadron in August 1939, but was renumbered II (Bomber) Squadron in December of that year. 1 Squadron was reformed in February 1940 by renumbering 6 Squadron at Cape Town, and on the outbreak of war with Italy in June 1940 this was the only fighter unit in the SAAF, equipped with four Hurricane Mk. Is and six Hawker Fury biplanes. In May 1940 most of the pilots had been transported to Egypt to train on Gladiators, which were to be supplied by the RAF. When 1 SAAF Squadron, moved north in May 1940 for active duty in East Africa, it took six of the Furies with it. The Furies was crated and put aboard the SS Takliwa on 26 May and arriving at Mombasa by sea on 1 June where they were swiftly assembled.

1 SAAF Squadron flew their first operational sorties on the 19th, when they escorted three Ju86s from 12 SAAF Squadron. Their target was the Italian air base at Yavello. Spotting a group of parked Caproni Ca 133's the two escorting Hurricanes dived down to commence a strafing run. At this point a formation of Fiat CR32's appeared overhead and attacked one of the Ju86s, severely damaging it, wounding the gunner and observer in the process. One of the Hurricanes was also attacked and 2/Lt B.L. Griffiths was shot down and killed. The other Hurricane pilot Capt St E Truter became involved in a hectic dogfight with the remaining CR32's and finally he was able to put in a burst that caused one of them to crash land on the airfield.

Source: World War 2 - SAAF No. 1 Squadron, May 1940
More information: No. 1 Squadron (SAAF) during the Second World War 1 Squadron SAAF - Capt G.R. Connell DFC

The Douglas C-47 Skytrain or Dakota is a military transport aircraft that was developed from the Douglas DC-3 airliner. It was used extensively by the Allies during World War II and remained in front line operations through the 1950s with a few remaining in operation to this day. The first Douglas C-47 Dakota to serve with the SAAF was delivered to 44 Squadron in Cairo on 27 April 1944 and served with the squadron until 1992 when they were replaced by converted C-47TP versions. The first Douglas DC-4 Skymaster; which previously served with South African Aiways; was delivered to the squadron at AFB Swartkop on 14 January 1966. Over 40 of these transports served with the SAAF.

During 1944/45 the South African Air Force (SAAF) had no fewer than five squadrons equipped with the B26 Marauders. These were numbers 12, 21, 24, 25 and 30 Squadrons. The 24th Squadron was selected as the first squadron to be converted to B26's and flew their last raid with their beloved Bostons on the 8th November 1943 from Tortorella near Foggia Main, Italy. Later that month 120 squadron members proceeded to Telergma, Algeria for the conversion course. 12th December 1943, the 24th squadron South African Air Force received its first four Marauders. It was on this day that the advance party of 24 Sqdn arrived at Gambut, which was a base roughly half way between Tobruk and Bardia. 26th January 1944 the O.C. Lt Col. J.N. (Jack) Robbs, DFC landed at Gambut from Italy with fourteen B26's. 31st January 1944 operations commenced when six Marauders bombed shipping at Stampalia west of the island of Kos. Disaster struck only three days after commencing operations when the O.C. Lt. Col Robbs and his crew were shot down over Suda Bay, Crete in FB478 "T". A photograph of this Marauder going down was deemed to be a freak photograph since it showed an apparently whole Marauder flying below the formation whereas closer inspection showed that the tail section was upside down and several hundred feet above the aircraft. Jack Robbs and his co-pilot Lt. R.K. "Dick" Townsend were the only two survivors while four other crew went down with the plane.

Lt. Col. Oscar Galgut took over temporary command of the squadron when grim losses lay ahead and handled it magnificently. On 6th March 1944 6 Marauders attacked shipping in Scala Bay and 4 were shot down in a running battle lasting ninety minutes. Another Marauder was shot up so badly as to be declared a write off and the sixth got home unscathed. This event became known as the "Marauder Massacre" 28th April 1944 the new O.C. Lt. Col. C.S. Margo DSO, DFC arrived at Gambut but was himself replaced by Lt. Col. R.A. Blackwell on 1st June 1944. 28th June 1944 the squadrons stay at Gambut came to an end when sixteen Marauders were flown from Gambut to Pescara, Italy. No.12 Squadron flew their last raid with their Bostons on 22nd December 1943 and by the 27th had started to move to Telergma for conversion to Marauders. By the 13th February 1944 the squadron had eighteen Marauders at Biferno and flew their first op on 2nd March. By the beginning of March 1944 3 Wing SAAF was under the command of Col.A.J. "Jack" Mossop and consisted of 12 squadron with Marauders, 21 Squadron with Baltimores and 24 Squadron at Gambut in North Africa with Marauders.

On 18th July 1944 No.21 Squadron flew their last raid with Baltimores, a type which they had been flying for two and a half years and during August converted to Marauders and were back on ops flying from Biferno.

No.25 Squadron were flying Venturas from St Albans in Port Elizabeth at the time the squadron was posted overseas. The sea party sailed from Durban on the 13th May 1944 for Port Tewfik en route to Pomigliano and the first five aircraft left A.F.B Swartkop on the 2nd June. By September the squadron was operating from Campomarino landing ground at Biferno. No's 16 and 19 Squadrons flying Beaufighters and 25 Squadron with its Venturas were part of the Balkan Air Force which was formed on 7th June 1944, and included a number of other Allied units as well. The Squadron converted to Marauders in November 1944 while still flying Venturas and flew their first Marauder op on 20th November. It was decided in February 1944 to start a new SAAF Squadron, No.30, to join 3 Wing SAAF and this was to be done by taking over and manning No.223 Squadron R.A.F. From 13th March 1944 223 Squadron flew as an operationally integral part of 3 Wing SAAF based at Campomarino at the mouth of the Biferno river. In April SAAF personnel started infiltrating the Squadron in preparation for the ultimate take over of that squadron by the SAAF. The birth of 30 Squadron SAAF was officially recorded as 12th August 1944. It will be seen therefore that 3 Wing SAAF consisted of 12, 21, 24 and 30 Squadrons while No. 25 Squadron was part of the Balkan Air Force. On 23rd June 1944 3 Wing SAAF started to move 130 kilometers forward from Biferno to Pescara where they were joined by 24 Squadron on 29th June. In mid-October 3 Wing moved forward again from Pescara to Jesi and this was their last move before the end of the war. The Germans surrendered in Italy on 2nd May 1945 and the war in Europe ended on 8th May 1945.

Source: Martin B-26 Marauder in South African Service, By Roger Best.

Nice pics. However, the pic shown in the Percival proctor post is not a Proctor - looks like a Miles Master III.

Good stuff!

Mascot with an R.A.A.F. Squadron stationed in Libya takes a few personal liberties with the pilot of an American-Built Tomahawk somewhere in the Western Desert, February 15, 1942,

Top Vengeance is A27-83 from 24 sqn RAAF which forced landed near Kaipit, New Guinea after a strike on Madang airstrip. The second pic shows a RAAF target tug vengeance.

Excellent!