Chapter 2 Heroes in Mufti; Miracle; Blitz Boys;

Heroes in Mufti; Miracle; Blitz Boys;

Check Up by B3/59. A fighter pilot's life may depend on his R.T., so the radio mechanic checks up to see it is perfect before take-off at Gambut, Libya.

COMMERCIAL aviation has been a considerable contribution to the Australian air N-1 effort, its most spectacular achievement being the evacuation of civilians from war areas.

To enable the R.A.A.F. to carry out training, a number of civil aircraft was taken over soon after war began, but every care was shown to ensure that essential civil aviation was able to carry on with its tasks ancillary to the Service. The progress made in extending communication and navigation facilities was of the utmost importance to the R.A.A.F., particularly the aerodromes and aero-radio navigational facilities. Aero clubs and civil flying training schools also did their part in the instruction of trainees. Civil pilots aided considerably also in the rapid expansion of the R.A.A.F. training facilities.

Running the gauntlet of enemy bullets and bombs, Australian civil pilots, without uniforms or the protection of arms, and flying slow and vulnerable aircraft, have saved hundreds of Australians from death or capture by the enemy. Many of them risked their lives by flying aircraft heavily loaded with essential materials from the mainland to the military areas in New Guinea. Some of them were wounded, some were killed, others narrowly missed death when attacked by enemy fighters.

In eight days, 762 persons, mostly women and children, were evacuated from New Guinea to the mainland in two civil aircraft, one of which carried an average of 30.5 persons a trip. In these operations there was not a single casualty and the only loss was a suitcase belonging to one of the evacuees. In one journey to the mainland, one of the aircraft carried 53 persons. This work was carried out by airliners of W. R. Carpenters Ltd., Australian National Airways, and Airlines of Australia.

One of these companies, with six pilots and two assistants flying two machines, brought nine loads of evacuees from Wau to Port Moresby. A similar number of trips was made with evacuees by a pilot and assistant in two aircraft, one of which had already considerably exceeded its engine hours without overhaul, and another which had been hastily assembled in three days after the first enemy attacks on New Guinea.

Eight out of nine of these trips were made by a pilot who had given up active flying two years before. Some of these flights, like those of other pilots, were made during air raids on Wau and Port Moresby. One of the planes which was taken off the ground at Wau during an air raid was pursued by Japanese machines and fired on,

but escaped damage, although two bombs were seen to burst on the runway as it taxied for the take-off. Evacuees were ferried from Lae, Salamaua, Wau, Bulolo and Rabaul, to Port Moresby. As they arrived there, they were transhipped to other aircraft, and flown to the mainland.

In the early stages of the Japanese attacks at Darwin, magnificent work was also done by the flying boat staff, who probably saved the lives of 100 to 150 mercantile marine personnel whom they rescued from the harbour and jetty in two launches. The launches, which were later sunk by enemy action, were operated under bombs and machine-gun fire, and close to a munitions ship which was blazing fiercely and threatened to blow up at any minute.

THE story of the growth of the Empire Air Training Scheme (EATS) is one of the modem miracles. From little more than nothing, it is turning out a fighting force which grows in magnitude each day, and has already given splendid proof of the hammer blows which will loosen, and eventually break, the iron grip of the Axis.

At the outbreak of war, Australia had one flying training school and 16 instructors. When the Empire air training scheme was inaugurated, she undertook to supply 16,000 fully-trained air crew personnel by March 1943, and to build up an organization to furnish 10,000 pilots, air observers, and air gunners each year after that. In addition 25,000 ground staff-the number considered necessary to service the Empire air training scheme squadrons formed from Australian men in the first three years-were agreed on as our quota.

Full training costs exceeding £60,000,000 are being met by the Australian Government, while the British Government supplies the aircraft engines and spares, and pays all costs and expenses of air crews after they complete their training and embark for overseas.

Australia has made such progress in fulfilling her part of the contract, that she has expanded the original undertaking, and is to-day one of the world's major training centres, employing the most advanced training methods. Australia, however, is only one cog in this vast piece of machinery of which Canada is the hub. In the many schools in that Dominion, Australians, New Zealanders, Britons, and colonists from all parts of the Empire are taught to fly and fight.

Under the Empire Air Training Scheme (EATS) Australia's air power has increased until today it is greater than the strength of the R.A.F. before the war, and the number of R.A.A.F. personnel in the United Kingdom long since passed the total air strength of the R.A.F. before hostilities commenced.

It was not until late in December 1939 that the last details of the scheme were worked out between representatives of the participant Governments.

Work was then begun immediately, and has gone on since without a day's break. The problem of sites, construction, equipment, and manning was stupendous; but all difficulties were overcome, and in April 1940 the first class began training at Toronto.

By the end of that year, twice as many air crew had been sent overseas as had been originally planned for.

In 1941 progress was accelerated, and one of the advanced schools scheduled to operate in April 1942 was functioning in the preceding August, eight months earlier than had been thought possible. The last school, planned to open in May 1942, did so in December 1941

Hand in hand with this expansion and acceleration of the scheme in Canada has gone a similar expansion and acceleration in Australia, where there are, in addition to many elementary flying training and service flying training schools, a number of wireless air gunnery schools, air observer schools, bombing and gunnery schools, air navigation schools, schools for special training in armament, general reconnaissance, seaplane flying and air-army co-operation, and a special
gunnery school, a central flying training school and operational training units.

These last-named are designed to take trainees who have passed out of the service flying training schools, step them up from the medium speed aircraft in which they have been flying, and give them experience in the faster combat aircraft in which they will go into action against the enemy.

In these operational training units the trainees are also taught aerial tactics, squadron procedure, and so on. Besides these unblooded pilots, the operational training units take in experienced pilots who have returned from combats overseas, in Hurricanes, Spitfires, and the like, and give them a "conversion" course in the aircraft being used in Australia, such as, for instance, American Kittyhawks, in which the flying qualities differ from those in the aircraft to which they have become accustomed. These experienced men also form the backbone of the instructing staff, and their experience, together with the knowledge of enemy machines and methods, is used in imparting knowledge to trainees.

As a result of this training, from the initial training schools through the various stages of flight, navigation, bombing, and gunnery, the Australian pilot emerges from the operational training units with technical and practical knowledge equal to any in the world.


RAAF in Australia

LATE in 1940 the first batch of Australian Empire air scheme trainees arrived in Britain, in accordance with the terms of the agreement previously made by the participating Governments at the Canada conference. Commenting on their arrival and a few weeks later on that of the first batch of Empire air trainee airmen wholly trained in Australia, the then Minister for Air (Mr. McEwen) said it was bad tidings for Hitler. How true those words were to prove no one could then guess, for these young men were yet to show their mettle-a mettle so fiery that in a miraculously short period their fame was ringing round the world. Some of the Australians arriving then and later in Britain formed what became known as "the famous Australian Spitfire squadron", others were drafted to other squadrons, and some were the nucleus for "intruder" squadrons. In these last-named, Australians were members of mixed squadrons, the ultimate idea being that as reinforcements came to hand they would cease to be R.A.F. units and become wholly R.A.A.F. squadrons. Where possible, Australian ground staff were to service their aircraft. Australians serving with the R.A.A.F. Sunderland squadron and with R.A.F. fighter and bomber units in the British Isles had already been giving sterling service in operations against the enemy, and some of them had by that time been decorated in recognition of their courage, skill, and devotion to duty. In the Middle East, also, Australians had been in the fury of battle; and so, on the eve of the formation of No. 452, the first R.A.A.F. fighter squadron in Britain, the new arrivals had before them the example and inspiration of their own compatriots in arms. How magnificently they lived up to it was shown in every operation in which they were engaged. Possessing initiative and offensive spirit, allied to an inherent casualness to and disregard of danger, they went singing into battle. And when they came out of the whirling death over the British Isles, the Channel or occupied France, they were as likely as not to ask nonchalantly "What won the 2.15. These young men had this in their favour-they were drawn from the best physical and mental material Australia had to offer. Many of them, before the war, had made names for themselves in manly sports and had had distinguished scholastic careers. Their entry into the battle skies in Britain opened a new and shining chapter in Australia's history. It was the forerunner of a stream of fighter, bomber and reconnaissance pilots who, side by side with the gallant fliers of Britain, the other Dominions and the Allied Free Nations, were to give the lie to Nazi boasts of invincibility. They were relentless fighters, fired by high ideals and resolved to save the world's freedom from the tyranny of German domination, however dear the cost to themselves. To meet these men is an experience which defies analysis. On land, the grimness of aerial combat falls from them magically, and they stand revealed in an aura of simplicity and spirituality which screens the toughness and determination which carry them through the fight. They reject praise, but arc quick to laud their comrades. They abhor publicity and press glamour. "We've got a job to do. We volunteered for it. We're doing it" - that is their attitude. One famous Australian, a D.F.C. and Bar, and member of No. 452 Spitfire squadron, said that being in a dogfight was great fun. All the boys just lived for it, he said. It was all a queer mixture of team work and individual initiative. Everyone in the squadron was as keen as mustard, and a dogfight was "no trouble to them at all". In different words, others expressed the same idea. Formed on April 12, ig4i, the first Australian Spitfire squadron (No- 452) became fully operational on June 2. In the first year of its operations its success was meteoric. It destroyed 62 of the enemy's most formidable fighters, probably destroyed seven, and damaged 17. In addition to this, several of its members had climbed to the pinnacle of fame. The squadron was fortunate in having as its commander a young man from Glenelg, South Australia, Flight Lieutenant Bungey, who nursed his fiery young men with the care and attention of a father. Bungey willingly sacrificed personal fame so that his squadron could succeed, and his men soon learned that their leader would rather forgo a "kill" than permit them to fight against odds while he could lend a hand. His first consideration was always the care of those under him. Later, the squadron had as its leader the late Wing Commander Brendan Finucane, D.S.O., D.F.C. and two Bars, who was recently lost in a sortie over France; and, flying behind him, the Australians enhanced their already splendid reputation. "Waggle your wings," Finucane is reported to have said, "and these Australians will follow you through hell and high water." Pilot Officer Keith W. Truscott, D.F.C. and Bar, succeeded Finucane as leader of the squadron, and when he recently returned to Australia he was confirmed in the rank of squadron leader. Other foundation members of the squadron included Pilot Officer R. E. Thorold Smith, of Sydney (later to become commanding officer); Pilot Officer W. D. Eccleton; Pilot Officer J. H. O'Byrne; Pilot Officer R. T. Holt; Sergeant A. G. Costello; Sergeant R. J. Cowan; Sergeant G. B. Haydon; Sergeant 1. A. Milne; Sergeant H. C. Roberts; Sergeant E V. Walliker; Sergeant K. K. Cox; Sergeant R. G. Gazzard; and Sergeant J. M. Hanigan. In its first year, the squadron had gained one D.S.O., five D.F.Cs and three Bars, and a D.F.M. It led the list of British fighter squadrons in confirmed destruction of enemy aircraft. In three successive months the squadron bagged more enemy aircraft than any other squadron in Britain; and in the fourth month, it tied with two other R.A.F. squadrons for first place.
	Truscott's tally in the first year was 13 confirmed "kills". These particularizations are not meant to idolize individuals; but out of the welter of battle some have caught the public imagination, and theirs have appeared to overshadow the exploits of the others. These better-known members would be the first to give praise to their comrades, whose presence in the formation made possible the successes they achieved. These individuals have emerged, and no account of the squadron would be complete or realistic without mention being made of them.
A new Australian Spitfire squadron, No- 457, drew its first blood on its first offensive action - against enemy shipping - when it shot down a Messerschmitt 109 in flames. Their commander, Squadron Leader Brothers, D.F.C., of the R.A.F., reported that the boys were delighted at having a chance to meet the enemy. They had behaved "extremely well", and had "enjoyed the show". The squadron made its battle debut in auspicious circumstances, for it took part in the notable success when the famous British wing, led by Group Captain F. V. Beamish, shot down eight enemy aircraft. The mission was to protect our bombers on a raid against enemy ships. The formation was intercepted by German fighters, who received a bad battering. Soon after this baptism, the new Spitfire squadron, although heavily outnumbered, attacked a formation of 50 Messerschmitts, shooting down one for certain, probably destroying another, and damaging a third. This combat developed into a series of vicious dogfights over the Channel during a daylight sweep. Pilot Officer Raymond Harold Charles Sly, of Sydney, destroyed a Focke-Wulfe 190, and Pilot Officer George Gray Russell, of Sydney, scored a "probable". Brothers had participated in the Battle for Britain and, with 10 enemy aircraft to his credit, was well equipped to impart training to the new squadron. He added another enemy aircraft to his total while with the squadron. For some time, No. 457 operated at the Isle of Man, doing convoy work, and looking chasing the occasional lone enemy aircraft which came over on the prowl. In this period the squadron trained many pilots, many of whom were later posted to the Middle East and other parts of the world. A number of the pilots in No. 452 were trained by No. 457 At the end of March 11942, No- 457 changed places with No. 452, which had been withdrawn from Britain's most important fighter group. In two months the squadron did 49 sweeps over France, which is a feat of some magnitude. They included attacks on Lille, St Omer and other targets in Northern France, and were among the fiercest and biggest ever conducted by the R.A.F. No. 457 has lost io men in operations and is credited with three confirmed enemy aircraft shot down, a number of probables, and some damaged. One of its two decorations - Flight Lieutenant North, a New Zealander - was lost. North had gained the D.F.C. for his part in the Battle for Britain. He had five enemy aircraft to his credit and while with the squadron, shot down two more before he was himself brought down. The squadron's other D.F.C. is Flight Lieutenant Peter Watson, of Vaucluse, New South Wales. Watson has participated in 45 sweeps over enemy-occupied territory and has led his squadron on several occasions. Squadron Leader K. E. James, of Frankston, Victoria, who later took command, is an Empire air scheme trainee. He enlisted in the R.A.A.F. in June ig4o, having had no previous flying experience, and gained his wings after passing through schools in Australia, Canada and the United Kingdom. He has taken part in 41 sweeps over enemy territory and is a squadron leader in command of an Australian fighter squadron at the age of 22 years. All the pilots in the squadron and 75 per cent of the ground staff are Australians. "It is a very good squadron," James says, "and more will be heard of it." A new Australian Wellington bomber squadron made its first attack soon after No. 457 came into operation, blasting towns in the Ruhr. Among the pilots engaged were Squadron Leader L. Gilbert, of Prospect; Sergeant Hallett, of Warragul; and Sergeant A. L. Moyle, of Adelaide. A R.A.A.F. Hampden squadron was also over the Ruhr during that week in a raid which hammered some of the most heavily fortified areas in Germany. Those who took part were Pilot Officer A. G. Macdonald, of Melbourne; Pilot Officer T. E. Roberts, also of Melbourne, and Sergeant L. R. Payton, of Brisbane.