RAAF Camouflage & Markings 1939-1945 Vol 1

AIRCRAFT AND MARKINGS OF THE R.A.A.F. 1939-1945 GEOFFREY PENTLAND Illustrated by the Author

Foreword by Air Chief Marshal Sir Frederick Scherger

Book is missing color plate pages 33-34

LANSDOWNE PRESS

First published 1970 by Lansdowne Press 346 St Kilda Road Melbourne © 1970 Geoffrey Pentland

Type set by Monotrade Pty Ltd Melbourne Printed and bound in Singapore by Times Printers Sdn. Bhd.

Frontispiece

A busy scene at No.1 Aircraft Performance Unit, Point Cook, in 1945. Ten different types of aircraft can be seen in this photograph.

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Contents Foreword Introduction 1 The U.K. and Europe 1939-45 2 The Middle East 1940-45

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3 The Pacific 1939-42 43 4 The Pacific 1942-45

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5 R.A.A.F. World War II Squadron Codes and Aircraft 6 Representative R.A.A.F. Camouflage and Markings 7 List of Aircraft Types 1939-45 Index

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NOTES FOR MODELLERS (1.) Emblems and mascots appeared on the port side of the aircraft only unless

otherwise stated or illustrated. (2.) Underwing serials always faced forwards on the starboard side, aft on the port side. (3.) As specific aircraft are illustrated, it does not follow that camouflage patterns were necessarily identical for all aircraft of that type. Even so-called standard patterns sometimes showed great variation. (4.) Squadron and individual codes were shown in the reverse order on the opposite side of the fuselage unless otherwise stated or illustrated. e.g. AB--c would be normally shown as C-AB on the opposite side. This applies to all illustrations in the book.

Foreword

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When Mr. Pentland first told me that he had, after many years'research, completed a book on aircraft and markings of the R.A.A.F. 1939-45, I was surprised and even a little sceptical. Surprised that such a work had not been published long ago; and sceptical because the temptation for the author to be superficial would obviously be great. However, he has clearly been patient and thorough in his research. Equally, he has been deeply interested in the careful and painstaking preparation of material for the book. The book is the first of its kind; it will bring back vivid memories to those who fought in the air in World War II; and is a fine collector's piece for those interested in flying. I am honoured to be given the privilege of writing the foreword. I was familiar with most of the aircraft, and have flown many of them. It was my privilege to command an important element of the R.A.A.F. in the Pacific - No. 10 Gro~p (later to become the First Tactical Air Force) from its formation until late 1944, and, again, the then First T.A.F. from May 1945 until the end of the war. This command comprised about 17,000 men and some hundreds of aircraft of approximately 15 different types the most unusual of which was probably the Beaufreighter (a transport-supply dropping conversion of the Beaufort). Before the war it was my lot to do a good deal of flying in the forerunners of the Wirraway; the N.A. 16 and the N.A. 33; and in the Wirraway itself. This family of low-wing monoplanes were the first aeroplanes of my experience to produce a high speed stall, which they did with great celerity. On one occasion during the war, my chief, the then Chief of the Air Staff, found it difficult to believe that a pilot doing air-to-air gunnery could have crashed because he stalled while turning steeply on to the target at 2000 ft. or

thereabouts. He had not flown a Wirraway himself, so we took off for a practical demonstration with myself in the rear seat of the aircraft. At about 4000 ft. he repeated the steep ~urn which the gunnery pilot had been doing; tightened it until the aircraft stalled (a sharp flick into a near vertical dive) and then almost immediately hauled back on the stick again to recover from the dive in which he had found himself. The result was another "flick" (a high speed stall) but no recovery took place - we finally emerged about 1000 ft., having recovered very gently from the dive. He .certainly found out what a high speed stall meant and how dangerous it could be to . the uninitiated. This brief discourse on high speed stalls reminds me of a spectacular success achieved by a pilot of an L4 (a light reconnaissance aeroplane very similar to an Auster) belonging, if I remember correctly, to No.4 Squadron R.A.A.F. when stationed at Nadzab in New Guinea. The pilot of the L4 was on a reconnaissance flight towards the top end of the Markham Valley, when he was attacked by a Japanese Tony fighter. Fortunately he saw the Japanese aircraft in time to turn underneath it. He then continued to avoid his opponent very successfully by keeping just above treetop height and always turning towards his attacker before he got within firing range. The obviously frustrated Japanese pilot finally attempted a very tight steep tum, which resulted in a high speed stall, and crashed into . the jungle. The L4 pilot rightly insisted on claiming to have destroyed one Japanese fighter, and proudly painted a small Japanese flag on the L4 fuselage alongside his cockpit! The photographs and descriptions, as well as the stories of these World War II types in the R.A.A.F. should bring back many nostalgic memories. Ex-pilots may find upon examining their log books that they, in fact, flew some of

the actual aircraft depicted in this book. Likewise, more than one ground-crew member may find illustrated some colourful subject which he himself decorated more than a quarter of a century ago. Mr. Pentland has devoted considerable time to the matter of aircraft markings; a fascinating study which is sure to capture the attention of all serious modellers and aviation enthusiasts. The reliability of the material presented in this book may well be judged when it is realized that for every hour spent in drawing a particular machine, an approximately equal time was required to thoroughly research its colour scheme and markings! The author also visited, in 1960, many aircraft graveyards, crashed aircraft, and abandoned airstrips throughout the Pacific islands, a first-hand trip which proved richly rewarding in the authenticity of the material obtained. I commend this book to your attention.

Air Chief Marshal Sir Frederick Scherger K.B.E., C.B., D.S.O., A.F.C.

Introduction The aim of this book is to present a pictorial coverage of the principal aircraft types used by the Royal Australian Air Force during World War II. In any work of this type it is only natural that the majority of illustrations shou ld depict aircraft flown by operational squadrons; a formidable undertaking on account of the scarcity of high quality material. Up until comparatively recently good pictures of front line aircraft have been quite rare and relatively hard to obtain. However many invaluable photographs have been especially released by the R.A.A.F. for the purposes of this book and thus appear in print for the first time. In addition, many individuals have kindly rendered assistance by making their personal albums available, and many a snapshot for some reason or other not suitable for reproduction has yielded sufficient information for a quite detailed painting to be found in these pages. After the war in Europe commenced, Australia could allocate only three permanent and seventeen temporary squadrons to the Allied effort overseas. How this contribution was to increase can, in part, be seen in these pages. However, it should be remembered that concurrently with this activity, the majority of Australian personnel serving in Europe or the Middle East were doing so as members of either Royal Air Force or other Commonwealth squadrons; consequently it was left to the Pacific area to exhibit the sometimes flamboyant touches of the really "fair dinkum" R.A.A.F. units themselv€s. Therefore, for the purposes of this book, the aircraft descriptions are necessarily limited to those machines of specifically Australian squadrons. As will be seen, many of the combat and training markings of the R.A.A.F. were quite unique and require some explanation in terms of the official policy of the time. Generous assistance has been provided by the R.A.A.F.

in this respect and the author is deeply grateful for permission to quote from the many official documents, orders and signals concerning camouflage and markings to which he was given access. Although a really comprehensive exposition of this subject is outside the scope of this book, the authoritative material presented should dispel many widespread misconceptions and provide a useful guide to the conscientious modeller and aircraft historian. Even with the publication of this title the author is fully aware that little more than an introduction to R.A.A.F. colours and markings has been presented, and this subject must of necessity be treated in greater detail in a later book. Because of this it would be most gratifying to hear from pilots or aircrew who may have snapshots of their old "kite" and who would like to see it illustrated in print in a further volume. In the meantime, this offering of a wide selection of aircraft in their authentic wartime colour schemes will, it is hoped, please the most exacting enthusiast and provide an attractive choice of modelling subjects for some years to come. Finally, the author wishes to express his sincere thanks to the following people and organizations whose practical help in the compilation of this book has been so much appreciated :The Royal Australian Air Force; Ministry of Defence (Air), London; The Australian War Memorial; ACM Sir Frederick Scherger, K.B.E., C.B., D.S.D., A.F.C.; Messrs. G. Sebastian; L. Dervan; H. Drew; C. Stoneham; Wg-Cdr K. Isaacs; Messrs. G. Odgers; F. Smith; R. Honisett; K. Meggs; B. Pattison; P. Yates; P. Malone; P. Wallace; C. Caldwell, D.S.D., D.F.C. & Bar, Polish Cross of Valour; J. Waddy D.B.E., D.F.C., M.L.A.; L. Reid D.F.C., M.HR. C. Wawn D.F.C.; I. Southall, D.F.C.; C. Oldmeadow; N. Clifford; J. Archer,

American Silver Star; M. Arthur; A. Simpson; A. Shennan; R. Jones; J. Hopton; C. Frees; H. Kennare; E. Stuart; W. Schoon; K. Merrick; G. Cochrane; F. Jackson, and D. McKinlay. MELBOURNE

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U.K. AND EUROPE 1939-45 Upon the declaration of war on 3rd September 1939, the R.A.A.F. mobilized its rather meagre twelve squadrons and immediately offered its services to Great Britain. It was seen that the greatest contribution Australia could make was to provide trained aircrews through the Empire Air Training Scheme announced in London the following month. There was no shortage of volunteers and under the urgent impact of international disaster, this country became one of the biggest air training centres in the world. However, thorough training took time, and it was not until the Battle of Britain was over that Australia's first, and justifiably famous No. 452 (Spitfire) Squadron was formed in April 1941. The squadron soon produced a number of outstanding aces and was commanded by the famous Wg-Cdr "Paddy" Finucane, D.S.O., D.F .c. and two Bars, who welded the unit into a highly efficient fighting team. Such was their success that for the four months from August to November 1941, No. 452 became and remained the top scoring squadron of British Fighter Command. Before this, however, members of No. 10 Squadron had gone to England to take delivery of their Sunderland aircraft, which were to be used for Australian coastal defence. But when war became a certainty, the aircraft and crews were at once placed at the disposal of the R.A.F. As such, No. 10 became the first Commonwealth squadron to go into action in World War II. In the extended see-saw battle against U-boats in the Atlantic, No. 10 scored many noteworthy successes and was later joined by No. 461, a second R.A.A.F. Sunderland squadron formed for similar duties. Perhaps the most startling event concerned a No. 461 Squadron Sunderland piloted by Flt-Lt C. B. Walker (see illustration) which encountered eight German Ju 88 fighters II

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over the Bay of Biscay on 2nd June 1943. In a series of furious attacks lasting 45 minutes, the Ju 88s almost shot the lumbering Sunderland to pieces but they paid dearly for their determination to finish off the crippled machine - three were positively destroyed, a fourth probably destroyed and a fifth badly damaged. The Sunderland, too riddled with bullet holes to carry out a normal landing, crash landed and was destroyed on the beach at Marazion, Cornwall. Today pieces of this machine can be seen on display in the Australian War Memorial. By far the greatest Australian contribution to the air war however, lay in the formation of bomber and attack squadrons consisting of Nos. 455, 458, 460, 462, 463, 464,·466 and 467 Squadrons, all of which took part in the strategic bombing offensive aimed at crippling the vital industries of Germany and the occupied countries under her control. The first Australian units experimented with the development of night bombing techniques later used so effectively by Bomber Command. With many of these units the mortality rate of crews was something horrifying, but nevertheless two machines recorded over 100 missions - Lancasters "G for George" and "S for Sugar", both of which were preserved after the war, the former in Canberra, the latter in England. Although such types as the Hampden, Ventura, Wellington and Halifax were widely used by R.A.A.F. squadrons, there can be little doubt that the famous Lancaster was the outstanding night bomber type of World War II. Lancasters had wings holed by falling bombs, lost elevators and tail assemblies through flak damage, suffered in-flight fires and loss of engines, and yet somehow still managed to limp back home. There is even one account of a No. 460 Squadron Lancaster flown by F1t-Sgt 12

Christensen which was accidentally looped over the Ruhr Valley whilst carrying a full bomb load. It recovered a scant 1,500 feet from the ground, having plunged over 15,000 feet and bending its mainspar several feet in the process. From 1942 onwards further R.A.A.F. fighter squadrons joined No. 452; No. 456 flying Defiant and Beaufighter night-fighters, and after the deb~cle at Singapore, No. 453 Squadron, now more happily equipped with Spitfires. Changes in equipment were made according to the availability of aircraft and two squadrons - Nos. 456 and 464 - were issued with the versatile all-wooden Mosquito in either fighter or fighter-bomber versions. It was in a Mosquito that the Australian daredevil Sqn-Ldr C. Scherf destroyed fifteen aircraft in the air and a further nine on the ground in the period of sixteen weeks; an eloquent testimony to the speed and striking power of this outstanding aircraft. When the war drew to a close in Europe the R.A.A.F. had three fighter squadrons ; Nos. 451, 453 and 456; five bomber squadrons, Nos. 460, 462, 464, 466 and 467 as well as three Coastal Command squadrons; Nos. 10,455 and 461. In varying . degrees and according to their opportunities all these squadrons distinguished themselves with the sturdy British-built machines with which they were equipped. COLOUR NOTES

All aircraft used by R.A.A.F. squadrons in the European theatre conformed rigidly to British camouflage and markings policy, and the only variations which occurred took the form of personal embellishments, some examples of which are shown in the photographs and drawings. 13

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A pre-war shot of three Hawker Demons of No. 1 S.F.T.S. showing overall aluminium finish. The two-seat Demon was the principal R.A .A.F. fighter of the 1930's and was equipped with one forwardfiring and one rearward-firing machine gun.

Two Avro Ansons of No.4 Service Flying Training School on a crew training flight over N.S.W. in early 1941. The Anson was widely used to provide air experience for pilots, navigators, and wireless air gunners under the Empire Air Training Scheme. Note early-type roundels on extremities of wing and overall aluminium finish.

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One of No. IO Squadron's original Sunderlands, N 9048, near the Cornish coast in early 1940. The initial colour scheme for these aircraft was an entirely unsuited over-land scheme of dark earth and dark green with sky undersurfaces. Note the underwing roundels and gigantic fin flash.

One of the many Oxford twinengined training aircraft supplied by Great Britain to assist in providing aircrews under the Empire Air Training Scheme. Colour scheme was dark earth, dark green and yellow. British serials were usually retained on these aircraft.

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Co-operation between the two services is symbolized in this unusual shot taken near Pembroke Dock in 1940. The Sunderlands, slow but mounting a heavy armament, performed a vital task in harassing prowling German submarines in the Atlantic. Sunderland P 9605, one of the first nine aircraft delivered to No. 10 Squadron on 21st December 1939. On 6th February 1940 this machine made the R:A.A.F.'S first operational sortie of the war, the pilot on this occasion being FIt-Lt C. Pearce. It left the squadron in March 1942 to complete its useful life at an Operational Training Unit. Sunderland III w 6079 of No. 461 Squadron photographed on 6th May 1943. The aircraft bears the standard upper surface pattern of the period consisting of dark slate grey and extra dark sea grey. Sides and lower flying surfaces were white with hull undersurfaces in medium sea grey.

Two Spitfires of No. 452 Squadron, UD-E and UD-A taking off on a "show" from Kenley in 1941. The serials on both these aircraft have been overpainted, apparently by the squadron and not through censorship of the photographs. An unknown pilot of No. 457 Squadron with his aircraft before this machine was allotted to No. 452 Squadron on the Isle of Man. Donald Duck motif and the machine's total of enemy kills were left intact after re-lettering with the uo squadron code.

Finucane's Spitfire uo-w, 140. bearing Irish harp and a shamrock near the cockpit. Isle of Man. The machine was taken over by other pilots when WgCdr Finucane left the squadron. AB

A typical Spitfire vb of No. 452 Squadron at Red Hill, 1941. Left is LAC D. Keeble and right is Sgt Ken Bassett.

The Hampden, because of its slowness and vulnerability, was taken off daylight bombing duties over Europe, and was given an anti-shipping role instead. This machine is C-UB of No. 455 Squadron on a torpedobomber mIssion on 2nd June 1943. Hampden N-UB, AD 852 of No. 455 Squadron. The codes have been carefully erased by the wartime censor. Note partfinished or censored motif showing a butler serving up a bomb on a platter. The pleasing lines of the famous Lancaster bomber are well depicted in this fine flying shot of AR-X of No. 460 Squadron. p-o C. Marquis was the pilot.

An Australian Wellington crew of No. 466 Squadron in front of its machine HD-H, "Snifter of Sunny Sydney" in September 1943. Left to right: p-o J. Cameron of Warialda, N.S.W., P-O J. Allen of Killara, N.S.W., F-Sgt J. Hetherington of Deniliquin, N.S.W., F-Sgt J. Samuels of Cowra, N.S.W., and P-O A. Winston of Sydney.

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Sunderland "N for Nuts", ER-134 before her memorable battle with eight German Ju 88's on 2nd June 1943, an action unique in the history of Coastal . Command. (See text for story).

Colour scheme was dark slate grey and extra dark sea grey on upper surfaces with the remainder of the aircraft white. The usual type of roundels and fin flashes current on

Sunderlands in 1943 were used and the individual aircraft letter "N" appeared in red on both sides of the fuselage behind the rounde!.

This dramatic early morning shot was taken in the dispersal bay of No. 464 Squadron in December 1943 and shows well the sleek aerodynamic form of Mosquito SB-F, HX 901. The crew of Po-M, probably LM 233, of No. 467 Squadron prepare to take off on a raid over Berlin. Left to right: F-Sgt J. Scott of Ballarat, Vic .. F-Sgt G. Erickson of Sydney, F-Sgt A. Boys of Sydney, Sgt C. Adair of Swan Hill, Vic., P-O B. Jones of Wyandra. Q., F-Sgt Wilkinson of Rutherglen, Vic., and Sgt E. Tlill (R.A.F.) of Maidstone, Kent. Top of motif reads "Under New Management" .

F-Sgt R. Bennet of Rockdale, N.S.W. and F-Sgt R. Hilliard of Hamilton, Vic., two surviving members of the crew of the late F-Sgt J. Fettell who lost his. life attempting to land a No. 460 Squadron Wellington bomber which had lost its starboard engine in a collision with a Lancaster during night operations. Fettell's own parachute fell out of the aircraft but he personally supervised the safe exit of all his companions. G-SB, one of the Venturas of No. 464 Squadron which took part in a daring low-level raid on the Philips radio works at Eindhoven in December 1942. Although unsuitable for daylight missions over Europe, the Ventura was much faster than its predecessor the Hudson and had greater firepower and longer range.

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Ned Kelly, the famous Australian bushranger was the inspiration for the decoration on this Halifax BIll, HD-E, NR 152 piloted by Flt-Lt S. ("Ned") Kelly of Wembley, W.A., the grandson of an Irish police inspector who migrated to Australia in the 1800's. F-O R. Campbell of Heidelberg, Victoria was the bomb aimer 21

and later helped prepare material for the R.A.A.F. official history. The flight engineer was previously a London sergeant of police, and the wireless operator, a former commercial artist, painted the nose insignia. The latter was a pale grey caricature of Ned Kelly dropping a bomb from astride a chestnut horse. The peculiar

headgear was a device to repel police bullets. Name was in white and the "+ 8r' refers to the boost pressure allowed on the Hercules XVI engines. Colour scheme was dark green and dark earth with matt black undersurfaces and yellow and black No.4 Group tail markings.

"Whoa Bessie", JO---F, ME-70l, a typical Australian Lancaster of Bomber Command in April 1944. The colour scheme consisted of dark green and dark earth upper surfaces with matt black lower surfaces. There

is evidence of some repainting in the vicinity of the tailwheel and the scorch marks around each of the four engines were most noticeable on this aircraft. The illustration "Whoa Bessie", like its namesake, depicts a rearing, snorting Fresian cow seemingly

anxious to take off also. The name was shown in yellow. Four milk bottles indicate missions carried out up till 18th April 1944. The pilot's nickname "Buck" appeared below the cockpit in white. 22

F-O B. Buckham at the controls of JO-F of No. 463 Squadron.

The two principal Bomber Command types of World War II. Upper: The famous Australian Lancaster I "S for Sugar", po--s, R 5868 pictured at the completion of its. 135th sortie over enemy territory. It is now on permanent display at

R.A.F. Scampton, the machine's first operational base. Lower: Halifax B III Z5-L, MZ 296 of No. 462 Squadron on 15th October 1944. Note the H2s unit only partly erased by the censor. High-spirited remarks on the tail indicate this particular crew~s

last flight on their tour of operations. Name of the emblem cannot be deciphered from' original print but it depicts the previous occupations and home towns of the various crew members.

A Spitfire IX of No. 453 Squadron on 21st April 1943. Pilot is Wg-Cdr D. Andrews, D.F.C., of Southport, Q., then a flight lieutenant. The emblem under the cockpit shows a skinny green-coated gremlin holding a black placard upon which is written "YOU HAVE BEEN WARNED" in white capitals. The question mark for individual identIfication is most unusual.

One of the few photographs taken of No. 453 Squadron's Spitfire vb's. The clipped wings of these aircraft aided manoeuvrability at low level.

Sqn-Ldr C. Robertson, D.F.C., of Jerilderie, N.S.W., tleft), CO. of No. 451 Squadron chats to one of his flight leaders, Flt-Lt M. Kent of Lawlor, S.A., before taking off on an anti-V-2 strike in April 1945. The squadron's crest for their Spitfire XVI's consisted of a fawn-coloured kangaroo in the pouch of which was a joey firing a shanghai. The letters "R.A.A.F." appeared in dark blue on a yellow background.

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De Havilland Mosquito II, 739 of No. 456 Squadron, piloted by F-O C. Griffin of Melbourne, in flight over England in 1943. Note characteristic squadron marking consisting of small kangaroo roundel as illustrated.

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Spitfire IX's of No. 453 Squadron, resplendent in black and white "Invasion Stripes," at Ford, U.K. shortly after D-Day. Spitfire FU-D is illustrated on Page 124.

A fine shot of a No. 453 Squadron Spitfire IX just after take-off from an airfield in Belgium on 3rd October 1944.

Beaufighter NE 798 of No. 455 Squadron with two 500 lb. bombs photographed only seven weeks after the invasion at Normandy. Note the Australian flag.

Australian Beaufighters of No. 455 Squadron prepare to take off on an anti-shipping strike on 15th September 1944. The prominent black and white "Invasion" stripes completely encircled both the fuselage and wings of these machines.

Upper surface pattern of this No. 456 Squadron Mosquito is shown admirably in this shot taken on 24th September 1943. The two-colour camouflage scheme consisted of dark green and medium sea grey. Squadron codes were shown in dull red as this was a night-fighter squadron.

THE MIDDLE EAST 1940-45

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After the fall of France a serious military situation was presented for the British with the capitulation of the French Fleet in the Mediterranean. Anticipating an Italian or German attempt to capture the Suez Canal, the pitifully small R.A.F. force was thrown boldly into the fray, with the result that the Regia Aeronautica was forced into a defensive position from which it never recovered. The intervention of Germany was soon required in order to prevent an utter rout. Two outstanding Australian units found themselves constantly in the thick of the fighting; Nos. 3 and 450 Squadrons. No.3 was equipped with obsolete aircraft, chiefly Gloster Gladiators before receiving Hurricanes, Tomahawks and eventually Mustangs. The unit commenced operations in the Middle East in November 1940 after arriving from Australia ahead of their aircraft. In a remarkable start to their combat career they destroyed 47 enemy aircraft for a loss of twelve of their own and only six pilots. With the arrival of the Luftwaffe and German land forces however, the situation became quite desperate and resulted in a series of fluctuating land battles in which the Air Force lent direct support to the British 8th Army. No. 450 Squadron arrived in February 1942 and from that time onwards fought side-by-side with No.3 Squadron. The two Kittyhawk units contributed greatly to the effectiveness of the Desert Air Force, No. J in particular shooting down more enemy aircraft than any other British squadron in the Middle East and producing the nucleus of Australia's crop of top-scoring fighter aces. But it was in the rale of fighter-bombers that the effectiveness of the Australian Kittyhawks was most fully realized, the task continuing until and after the squadrons were equipped with Mustangs following the invasion of Italy. 27

Of the less publicized units, No. 451 Squadron was an army co-operation and tactical reconnaissance unit which operated Hurricanes and Spitfires; No. 458 flew Wellingtons with some success as a night torpedo squadron, and No. 459 employed Hudsons on naval co-operation and anti-submarine duties. No.1 Air Ambulance Unit in typical "Flying Doctor" style - a unique experiment in this theatre - commenced the first largescale evacuation of war-wounded in the Middle East. During the period of their operation, thousands of casualties were evacuated, the record being 1,720 men in August 1943. This tally is all the more remarkable in that the work was chiefly done in D.H. 86s, Bristol Bombays and two Lockheed Lodestars on loan from the S.A.A.F. The only other R.A.A.F. units in the region, No. 454 (Baltimore) Squadron and No. 462 (Halifax) Squadron were only nominally Australian and consisted chiefly of British members. Both squadrons took part in the bombardment of Italy and concentrated on knocking out ports and supply depots. COLOUR NOTES

All fighter types used by the Australian squadrons in North Africa wore the normal R.A.F. camouflage garb of dark earth, middle stone and azure blue with either grey or white code letters for squadron identification. The only known exceptions to this scheme were a small number of Kittyhawks which appear to have had middle stone or desert pink (a U.S. colour) on the upper surfaces instead of the usual two-colour pattern. The standard camouflage colours were retained after the change of identification markings was effected in 1942 (see photographs), the only other exceptions to this basic desert scheme being the 28

Mustangs of Nos. 3 and 450 squadrons and the Spitfires of No. 451. The former appeared in either dark green, dark sea grey and medium sea grey (the standard British day fighter scheme) or were left uncamouflaged; the latter in British P.R. blue. Aircraft such as the Hudsons, Blenheims, Venturas, Wellingtons and Baltimores of Nos. 458 and 459 Squadrons engaged on naval co-operation work normally appeared in Coastal Command colours as used in the U.K. No. 454's Baltimores and the aircraft of No. I A.A.U. were camouflaged dark earth, middle stone and azure blue. The Halifaxes of No. 462, the only R.A.A.F. heavy bomber squadron in the Middle East, appeared in the normal temperate land scheme of dark earth and dark green with matt black undersurfaces for concealment at night. These machines were not especially camouflaged for operations in the desert.

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A Gladiator of No.3 Squadron on patrol over Bardia in late 1940. This is in all likelihood the machine of F-O A. Boyd who became an unconfirmed ace in his first combat encounter, destroying six Italian cR-42s in a whirlwind dogfight lasting only five minutes.

No.3 Squadron pilots souvenir cartridge cases after the memorable encounter on 24th November 1940 in which eight Italian cR-42 fighters were shot down for a loss of only one Australian Gladiator. Left to right: F-O A. Rawlinson, FltLt B. Pelly and F-O A. Boyd. A mechanic checks over Boyd's machine in the background.

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Tomahawk AK 354 of No.3 Squadron which in company with four other machines helped destroy six Morane fighters on the first day of operations against the Vichy French in Syria on 8th June 1941.

No.3 Squadron's "beer crate", a captured Italian Caproni repainted in the squadron's markings.

Kittyhawks of No. 450 Squadron about to take off on a ground attack mission over enemy lines near Tunis. Flt-Sgt R. Rowe is the pilot of the near machine.

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Bombing up a Packard-Merlin engined Kittyhawk in 1943.

No. 450 Squadron machines lined up at Kairouan in 1943. Note P-40K with special fin fillet in foreground, standard camouflage pattern, and red spinner.

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Kittyhawks of No. 450 "Desert Harassers" Squadron taxi out for take-off on an operation during the Tunisian campaign.

, Yet another machine "scrounged" by the enterprising No.3 squadron who apparently set out to secure the best and most diversified collection of types in the Middle East! Picture shows a Breda f10atplane in fully airworthy condition. Australian Kittyhawks at Malta being prepared to assist with air support at the time of the invasion of Sicily in the summer of 1943. Diamond identification marking on near P--40K, FL 885 was an unusual feature. In the background, Halifax, Wellington, Dakota and Liberator aircraft can be seen on the main strip.

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Left to right, top to bottom: Members of No.3 Squadron in the early days when equipped with Tomahawk aircraft. Preparing Australian Wellington "X", LA 972 of No. 458 Squadron at Bizerta in 1943. Note radar equipment and black undersurfaces. Fitters work on a DH-86 of No. I A.A.V. in Tunis. Bombing up a Wellington XIV of No. 458 Squadron, 1943. Modifications to this model consisted of a

Leigh Light and radar equipment for the detection of enemy submarines. Two Baltimores, "T", AH 157 and "0", AH 158 of No. 454 Squadron. Note the absence of underwing roundels. A Fiat cR--42 captured by No. 3 Squadron at Martuba in January 1941 after it had been forced down by an R.A.F. pilot. The photograph was taken by

Sqn-Ldr J. Davidson. A "Kittybomber" of No. 450 Squadron whilst operating on the central Italian front. The aircraft is that of F-O Purssey of Brisbane. Fitters of No. 462 Squadron, the first Halifax Squadron in the Middle East. These aircraft employed the standard European night bomber finish of dark earth, dark green and matt black.

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AVM H. Wrigley, C.B.E., D.F.C., A.F.C., AOC R.A.A.F. Overseas

Headquarters, chatting to members of No. 451 (Fighter Reconnaissance) Squadron during an official visit. This is one of the few photographs taken showing the squadron's Hurricane aircraft, two examples of which were coded "u" and "Q" respectively.

A No.3 Squadron Kittyhawk. its tail jacked up for servicing, receives attention in primitive conditions so typical of desert operations.

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Spitfire Vc's of the same squadron after re-equipping with the new type. A colour illustration of BQ-B will be found on Page l:n

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Kittyhawks of No.3 Squadron in Tunisia, 1943.

Two pilots of the rival Kittyhawk squadrons in late 1943. Upper: Sqn-Ldr R. "Bobby" Gibbes, D.S.O., D.F.C. and Bar with his machine cv-v. F-O H. Jowett of No. 450 Squadron at Kairouan. This may well be OK-K, FR 479 shown on Page 35 but with the pilot's personal decoration added.

One of No.3 Squadron's Mustang III aircraft, believed to be ]-CY, KH 616, flown by W-O J. Quinn who was shot down by a Bf 109 on 26th December 1944. Note fin fillet for added directional stability and consequent pilot's leg comfort.

Pilots of No. I Air Ambulance Unit in front of a DH-86 aircraft bearing the red cross over standard desert colour scheme. Left to right: P-O McWilliam of Brisbane, F-O Hannaford of Adelaide, F-O W, Carson and Sqn-Ldr "Jack" Bartle, D.F.C. who scored a total of five victories with Nos. 112 and 450 Squadrons.

Baltimore aircraft of No. 454 Squadron being prepared for a mission from Falconara in 1943. Near machine ·"F" has 55 bombing strikes recorded and bears a brown kangaroo and joey motif on the side of its fuselage. Second machine is ''J'', FW 643.

A line-up of No. 458 Squadron Wellingtons in the winter of 1944. ~

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