Asa Eig PETER MALONEAussie Eight The Spitfire Mk. VIII in Australian Service PETER MALONEContent Chapter 1 The RAAF and the Spitfire Vil 3 Chapter2 Camouflage and Markings Production Camouflage a Camouflage schemes after delivery to the RAAF 2H Desert Camouflaged Aircraft 5 Day Fighter Scheme Aircraft 5 Natural Metal Aircraft 28 Markings 30 Code Letters 30 Stores identity Numbers (Serials) 32 Special Narkings 22 RAAF Camouflage Colours 3 Chapter 3 Spitfire Pilots pire Hpuntralia’s Ace of Aces 35 ‘live Robertson Caldwell, DSO, DFC and BAR, Polish Coss of Vlour Thrice Lucky 6 Robert Henry Maxwell ibbes SO, DFC and BAR Two Commanders 33 ‘Louis Thomas Spence OFC, MID and Thos Hamilton Trimble, MD Career Man 39 Ronald Thames Susans 050, OFC Desert Ace eo Wiliam Ronald Cundy DFC, DFM, MD alta Ree 6 ‘Leonard Stoney Reld OFC Burma Aces cy Laurence Francs Marsal Cronin OFC and Wire Arthur Goold DFC Mosquito n enmeth lon Jomes Grier 6 ‘Aled Glendinning OFC old Man 7 Rex Wyndham Wotson The Teacher 80 Desmond Jahn Cormack OFC 8 Peace The air battles over Darwin in 1943, played a ma- — thismachine met most of their requirements, and made ern ce ese a teeta at veomte ae te eter at ee at bere ser DFC planning for its next fighter aircraft. To intercept the wanted the Spitfire EVI fitted with extended wingtips, spitfre Far Py attacking Japanese aircraft, RAAF fighters generally and powered by the Merlin 63. The critical altitude Bruce Duderdge Watson DFC had to climb to altitudes of over 30,000 feet, (3,000 of this engine, in high supercharger gear, was nearly Flying Elephant 2 metres). The Spitfire VC's service ceiling was theo- 25,000 feet, (7,500 metres). In other words, it was de- Norman Albert Turnbull Tetically 36,000 feet, (10,800 metres}, but, in prac- signed to deliver its maximum power at high altitudes. One of the Many 96 tice, an operational aircraft was doing Very well to get This was just what was needed for an interceptor oper eter Willa Bullock 0 34,000 feet, (10,200 metres). To climb to these alt ating at over 30,000 feet, (9,000 metres). It had a top The Flying Scotsman °9 tudes took some 20 minutes. Top speed at altitude was speed of over 400 mph and its service ceiling was some ober nges Buchan about 340 mph, (540 kph). 43,000 feet, (13,000 metres). This would give the RAAF ‘The RAAF divided their fighter aircraft into two cat- # decided advantage against any Japanese raiders. Chapter4 The Shootdowns 103 gover: the low alttude fighter (a role adequately The UK Government agreed to the RAAF’ request Chapter 5 Four is better than two? 109 filed by the Curtiss Kittyhawk), and the high altitude and the Spitfire Vill was made available. The RAAF ‘© Peter Malone - AUSSIE EIGHT (The Spitfire Mk.VIll in Australian Service) Photos: Author's collection Profiles: Zdenék Nozika Title page artwork: KateTina Borecks Ecitor: Martin Ferkl Layout and Design: Jan Z6iarsky Published by (© Eduard - Model Accessories ( vwwneduard.cz va 170, 43521 Obrnice, Czech Republic) Neen EEE EEnnErnnnnEEEEEEEEEEEEEEEEEEee! fighter. The Spitfire VC occupied the latter role but clearly lacked the performance to match the Japanese aircraft. What the RAAF required was an aircraft that could reach 30,000 feet, (9,000 metres), in half the time taken by the Spitfire VC, could fly at over 400 mph, (640 kph), at those altitudes and, had a service ceiling ‘f 40,000 feet, (12,000 metres) When they saw the projected performance figures for the Spitfire Mk.Vill in 1943, the RAAF realised that eventually received 410 Spitfire Vl aircraft, some 25% of the production run. Churchill had refused to help defend Australia in the critical days of 1942, but now he saw an opportunity to bolster Britain’s flagging jimageiin ‘the colonies’. He offered tosend two RAF squad: rons to fly the new aircraft in the defence of Australia, Australia provided all facilities and the ground crews. The promised aircrew for the two new squadrons arrived in Australia at the end of 1943. ‘Many pilots, including Supermarine’s test pilot Jeffrey Quill, considered the Spitfire Vil the finest handling Spitfire Of them all. Many also considered it to be the best-looking Spitfire as well. Even in its worn and tatty paintwork, 458-672, ZP-Y, of No. 457 Squadron, flying near Morotai in May 1945, is still a beautiful aeroplane. In anticipation of the forthcoming Borneo operations, it has been painted with the Sky Blue rear fuselage band and Sky Blue propel- ler spinner. The Sky Blue rear fuselage band has been painted over the identity number. This aircraft still retains the White wing leading edges. The No. 80 Wing badge that was originally on the rudder, has been over painted as No. 457 ‘Squadron was attached to No, 82 Wing for those operations. 2nd extended edition, 2017 All rights reserved. No part ofthis publication may be reproduced or used in any form or by any means ineluding but not limived to graphies, cyberspace, electranic or mechanical, or for any use as an informative stage and retrieval system, without written permission from the author and publisher. Sateen eahenceees Sicho ite Sones nd Geneon son enna ee sneerAussie Eight 'A58-315 was one of the first batches of Spitfire Vill aircraft received by the RAAF. This aircraft was received in the RAF Desert Scheme. No. 1 Aircraft Depat painted over the RAF Middle Stone with RAAF Foliage Green. in the photo it-can be seen that the Foliage Green extends slightly on to the under surface colour where the painters have sprayed ‘on the new colour. The factory-applied stencils on the wing underside confirm that the original RAF Azure Blue was retained. Normally, when the RAAF over-painted the original camouflage, they did not replace the stencils. On the Upper wing, the walkway lines and stencils would have been visible on the RAF Dark Earth areas, but overpainted on the RAAF Foliage Green areas. In November that year, the first Spitfire Vil aircraft also arrived. They were not the Merlin 63 powered Spit- fire FVIII aircraft that the RAAF had originally expected. High altitude performance of the Spitfire Vill had not been a critical factor for the RAF, most of whose com- bat encounters occurred at 25,000 feet, (7,500 metres), and below. From July 1943, production changed to the Spitfire LEVIIl, powered by the Merlin 66. This was the version that was shipped to Australia. The Merlin 66 had a critical altitude, in high supercharger gear, of 20,000 feet, more suited to the RAF's operations, but not what the RAAF had in mind for what it regarded as a high altitude interceptor. Nevertheless, it was a great im- provement over the Spitfire VC. The initial eighteen aircraft delivered, were a bit of a rag tag band, Some had extended wingtips; others hhad the original small rudder. In one document, the RAAF compared A58-307, (JF825), and ASE-308, (JF845), The former was noted’ as having extended wingtips and the larger rudder, while the latter had standard ‘wingtips and a small rudder. There were probably oth er ‘non standard’ aircraft as well. The RAAF Techni cal branch noted that there was a Modification Order, No. 1002, covering the removal of the extended wing tips and their replacement with standard wingtips. This ‘modification could be done at depot level and any Spit- fire Vills arriving with the extended tips had them re- moved before they were issued to another unit. The ‘Technical Branch was not worried about the different types of rudder, stating that either was permissible. ‘The Spitfire Vill was prone to tail wheel collapse, which damaged the rudder, requiring its replacement. When supplies of the larger rudder were in short sup- ply, the Technical Branch approved fitting the smaller rudder, pending re-supply of the larger unit. In June 1944, Headquarters, North Western Area, requested permission to fit extended wing tips to Spitfire LEVIIl aircraft. They stated that there was ‘a shortage of spares of the standard wing tip, but they held stores of the “pointed wing tip” for the “new type aircraft which will be received later”. Presum ably, the latter comment referred to the forthcom- ‘ng HEV Spitfires, which the RAAF believed would have extended wing tips. There is some speculation a to whether there was a real shortage of stand- ard wing tips or whether the signal was a ruse to get approval to fit the tips on some aircraft for local trials. Technical Branch advised that the extended wingtips could be fitted at HQ NWA’s discretion. They also advised that the front-spar attachment fitting land attachment bolt differed for each wingtip type, ‘and the work would have to be carried out according to Modification Order No. 1002. The job of changing wing tips was not the simple unbolt / re:bolt opera: An early delivery to No. 54 Squadron, DL-U, displays the early style of roundel with Its large White centre, and No. 54 Squadron's unique Yeliow squadron identification letters. The aircraft was originally finshed in the RAF Desert Scheme but the Middle Stone has been over painted with RAAF Foliage Green. This photo was taken using orthochro Iti film, reproducing Yellow as @ dark tone onthe prin, and rendering the ark Earth and Foliage Green as very No. 549 Squadron’ aircraft had the camouftoge paint stoped aff before they moved to the Darwin Area. "AS86395, ZF-0, was" flown by Flight Lieuten: Site hed inthe rid on elu Island on 5. September 1944 sgt over 9 month ater, it was damaged beyond repel tien Wedd undershot the stip, hit a drain ond broke off the Starboard undercarriage leg.Aussie Eight Flying Officer Fred Inger beats up Sattler Strip in A58-419, ZP-¥. Fred was a natural blonde and came from the Syciney beachside suburb of Bondi. It wos common for girls frequenting the beach there to dye their hair blond, and they Became known as ‘Bondi Biondes *. Ie was a given that Fred's aircraft would be named ‘Blondie" by his ground crew. ton suggested by some authors, and very few aircraft were modified ‘The RAAF did keep pushing for a Spitfire with a high altitude rated engine and, eventually, in late 1944 ‘and 1945, did receive some 160 Spitfire HEI aircraft with the high altitude rated Merlin 70. It all turned out to be somewhat academic however, as the Japa nese air forces had retreated far from Australian shores by then. The RAAF's Spitfire VIll aircraft saw little use Inthe air-to-air role and they served almost exclusively as ground attack aircraft, @ role for which they were rot well suited In January 1944, a small number of aircraft were is- sued to No. 452 Squadron to evaluate how the Spit fire Vill performed under tropical conditions. By the ‘end March 1944, enough aircraft had been assembled to start equipping the Spitfire squadrons that would ultimately form No. 1 Fighter Wing. These were the three RAF squadrons, No. 54, No. 548, and No. 549, Which received their aircraft during april and May. The Americans were planning to seize Selaru Island from the Japanese and use it as an advanced base for their bombers. The RAAF would provide air support for the operation with one wing of Kittyhawks and one of Spitfires. In April 1944 a new wing, No. 80 Fighter Wing ‘was formed for this operation. No. 452 Squadron and No. 1457 Squadron, equipped with Spitfire VC aircraft, were transferred to form this wing. The two newly-arrived RAF Squadrons, Nos 548 and 549, moved to the Darwin area in June 1944, to join No. 54 Squadron RAF in No.1 Fighter Wing. In the event, Selaru was by-passed and the Allies moved forward to northern New Guinea It is interesting to note that the Americans agreed to allow Spitfires to participate in this operation. Gener- al George Kenney, Commander of the Allied Air Forces jn the South West Pacific Area, opposed their use in that area. Later, he was to tell Wing Commander Bobby Gib bes, after Gibbes had suggested to him that Spitfires would be useful in the Philippines campaign, “Iwas very much against the Australian policy of pur- chasing Spitfires in the first place. In my opinion, they ‘re not suitable for operations in the Pacific but are suitable only for European conditions.” Prejudice against a non-American product, or was he correct? Certainly they were not suitable for the ground attack role to which Kenney confined them, but against Japanese fighters over the Philippines? This writer, at least, likes to think they would have been very suc- cessful, Certainly, the RAAF pilots at that time believed they would, After No. 1 Wing had received their Spitfire LFVIlls, it was time to replace the aging Spitfire VC aircraft of No. 80 Wing, They received their Spitfire LEVI air- craft in June and July. The RAAF was reorganising its ‘wings into a more mobile strike force to move forward with the allied advance through New Guinea towards the Philippines. Originally, it was envisioned that one Of the RAF squadrons would join Nos 452 and 457 in No. 80, ‘Wing and, perhaps later on, No. 1 Wing would also join the mobile force. The British, on the other hand, did not approve. They did not want RAF units involved in liberating the Dutch Netherlands’ East Indies colonies. ‘Similarly, the Dutch did not want their units in the RAAF involved in liberating British territories, and did not take part in the invasion of British Borneo. One RAAF squadron operated the Spitfire Vill far from ‘Australian shores. This was No. 451 Squadron based at St Catherine airfield on Corsica. The squadron was then Flight Lieutenant ‘Barney’ Newman's 58-505, UP-S, at Biak on the ferry flight to Morotar. Note the grey exhaust streaks on the fuselage sides, typical of a lean running Merlin. This No. 79 Squadron aircrafe stil carries RAF Day Fighter camouflage. The rear fuselage band has been over painted with RAAF Foliage Green and Dark Sea Grey, but the spinner still retains its RAF Sky finish, The Cross of Lorraine emblem under the cockpit Is the emblem of No. 41 ‘Sqn RAF, with whom Barney flew Spitfire VB and Spitfire XI aircraft in 1943. Barney was lost in ASB-654 on 2 August, whilst strofing enemy targets. He was last seen strafing a hut, at minimum altitude, when his port wing broke off at the cannon. Apparently, he hit a tree. The aircraft flicked inverted, and crashed into the trees. ‘458-307 served with No. 452 Squadron for Jase one month, not lang enough for Ito hhave had its individual code letter painted on. On 6 August 1944, Sergeant C. Tapp took off as No. 2 fo Squadron Leader tou Spence. 420,006 feet, (8,000 metres), he noticed ‘hat his fuel gauge was reading almost ‘empty. Spence ordered him to return to Livingstone Strip. An air pipe then burst and he fost al air pressure, (eaving him unable {a lower the flaps or activate the brakes. He touched down at over 100 mph, (160 kph). As he neared the end of the runway the was stil travelling at some 15 mph, (24 kph), and attempted to swing the ireraft on to the toxiway. The undercar- Tage collapsed but mo major damage was done, The aireraft was tracked away for repair and, on return to the squadron in Gctober, 1 became Bobby Gibbes' RH-G. Late in the ofternoon of 31 July 1944, Flight Sergeant R. Buchan was taking off from Livingstone Strip ta Jim Hilton's lrrafe, 458-394, TG, He had just retrated bls undercarriage when his engine failed and he was forced {dead ste the aircraft in a relatively clear area. He was only slightly Injured, and managed to walk cway.[MT687, No, 451 Squadron, Cuers airfield, France, September, 1944 E No. 452 Squadron also received new aircraft in December 1944. A58-524, QY-C arrived in the RAF Day Fighter Scheme, but this was aver painted with Foliage Green and Sky Blue by the RAAF. The aircraft also carries the No. 80 Wing emblem on the rudder and has White wing leading edges. The spinner is Foliage Green. This aircraft had a very short lije, On 18 Jan 1945, Flight Lieutenant Allen Leeming was on a night patrol above Morotai in A58.524 when his engine failed. He attempted to make a dead stick approach, but It is notoriously difficult to Judge height at night, and he hit 'MT952, BQ-K, of No. 451 Squadron, parked in front of the old airship hangers at Cuers in Southern France. This air- Craft was delivered in the day fighter finish, including a Sky spinner, Sky rear fuselage band, and Yellow wing leading edges. The fuselage band and wing leading edges were over-painted with camouflage colours and the front section Of the spinner was over-painted in red. The spinner backing plate retains it Sky colour. {bank ten yards short of the strip. The aircraft burst into flames and Leeming was killed. flying Spitfire IX aircraft in support of the Allied inva- sion of southern France. In tate August 1944, they were re-equipped with Spitfire Vill aircraft. Shortly after, on the 27th of that month, they moved to the old French airship station at Cuers airfield on the French main- land. They flew their Spitfire Vilis on Standing Patrols, Fighter sweeps, and Convoy Patrols until mid October when they were withdrawn to Foggia Airfield in Italy. The RAF advised them that there was no further use for No, 451 Squadron in that theatre, and that they should return to Australia. However, on 1 November, a signal was received advising them that they would be moving to the UK and would be re-equipped with the Spitfire I In anticipation of a move to Morotai, and to bring No. 80 Wing up to strength, No. 79 Squadron was with- drawn and re-equipped with Spitfire LEVIII aircraft in December. At the same time, No. 452 Squadron was ‘issued with replacement Spitfire LE Vill aircraft, and No. 457 Squadron received newly arrived HFVIll aircraft. No. 452 Squadron moved to Morotai in December 1944, and No, 47 Squadron follawed at the end of January 1945. No. 79 Squadron had severe problems with cor- roded cooling systems in their aircraft, and it was not Until Apri that they attained full squadron strength. Shortly after their arrival at Morotai, No. 452 Squad- ron announced thelr presence when, on the night of 24 December, Flying Officer Jack Pretty shot down a Japanese intruder in flames. The troops on the island had front row seats to this action and the Aus tralian pilots suddenly became very popular with the US soldiers, who were fed up with the frequent Japa- nese raids. However, the wing was to see na more air to-air combat at Morotai, and then settled into the rou: tine of ground attack missions. By April, the aircraft had been fitted with Australian developed under-wing bomb racks, increasing their effectiveness in this role. General Douglas MacArthur wanted the invasion of the Philippines to be a totally US operation, and the Aus: tralians were assigned garrison roles and ‘mopping up’ operations to the Americans’ rear. Australian command. fs were not happy with this and believed lives were being needlessly wasted. MacArthur's original policy had been to leave bi-passed Japanese positions to ‘die fn the vine’, but this policy was reversed. The Austral: ian Government also needed to convince the Australian people that the sacrifices they were making to support the Australian Forces were justified. They needed re- ports of Australian Forces in action against the enemy. twas decided that the Australians would take the oil fields in north Borneo. The operation was not to deny the oil to the Japanese, who were now no longer capa- ble of transporting it. This operation had more to do with politics than strategic requirements. In their Min- tutes, the Australian War Cabinet stated, “With Amer- ican’ progress tawards Japan, the operations against Borneo, the NEI and Malaya, have assumed the nature of large-scale mopping-up ‘campaigns. From the as- pect of prestige, It is of great importance to Australia to be associated with the drive to defeat Japan. ‘The Dutch were also anxious to recover their lost nies and lobbied for the expulsion of the Japanese, Operation Oboe was to consist of six parts. Three of the operations were dropped: three remained. 1) The invasion of Tarakan Island to secure the oll fields and to secure an airfield for support of the Balikpapan operation. 2) The invasion of Balikpapan. 3) The invasion of Labuan Istand in the Brunei Bay area ‘as a prelude to the recapture of British Borneo. General Kenney agreed to release the First Tacti: cal Air Force RAAF from US control and their garrisonSattler, December 1944. Flying Officer Fred Inger runs up the engine of his new 2P- ‘a Spitfire HEVII, 58-615. This, ‘aircraft carries the RAF Day Fighter Scheme. The No. 457 Squadron Shark Mouth and ‘Grey Nurse’ {ogo have been ‘added, as well as the No. 80 Wing ‘Ace of Spades' emblem on the rudder. The spinner Is Red and the wing leading edges, White. The shark mouth on this aircraft has a Red maw, White teeth with Black shadow, Red gums and a Black ‘outline. Note that gloss paint, not matt, was used for painting the shark mouth on No. 457 Squadron’s aircraft. duties, so that they could be “employed as a forward offensive formation” in direct support of the Australian ‘troops that were to spearhead the operation. Oboe 1 was the invasion of Tarakan, The RAAF was tasked with establishing air superiority over the target, “softening up’ operations and providing aerial cover for the invasion convoys. As soon as the airfield was se- cured they were to establish a presence there to sup- port the troops in capturing the island. Elements of the Australian 9th Division, with a small contingent of Dutch troops, as Tarakan was Dutch territory, landed on 41 May, and four days later they had taken the airstrip. It was in a deplorable condition: in fact it was so bad that the Japanese had abandoned it several months earlier. Valiant efforts were made to restore the strip to usable condition, but were hampered by day after day of continuous rain. It was not until the end of June, ‘two weeks after the island had been taken, that the Spitfires of No. 452 Squadron, now part of No. 78 Wing, were able to land at Croydon Strip. On 24 July, Flying Officer Jack King scored the RAAP's last air-to-air vic tory of the war when he shot down a ‘Helen’ at night. Oboe 6 was the taking of Labuan, an island at the en: trance to Brunei Bay in British Borneo, and then onto the invasion of Brunet itself. The RAAF"s participation in tis operation was basically the same as for the Tarakan operation. On 10 June the troops of the 9th Division ‘went ashore and had secured the airstrip by the end of that day. Four days later, the RAAF was able to fly its first aircraft into the Labuan Strip, and by the 17th, the Spitfires of No. 457 Squadron were in residence. On the 20th, Flight Lieutenants Scrimgeour and Camp- bell, were able to score the squadron’s first aerial vic- tory since the battles over Darwin, two years previ ‘ous. The squadron was heavily involved in close support ‘operations for the troops until the island was secured. ‘The RAAF used their new base to attack targets in Sarawak, Brunei and North Borneo. Spitfires, Kitty hawks, Beaufighters and Mosquitoes raided Japanese bases all along the north-west coast, and inland Bor: neo. These raids were in support of the forthcoming landings at the ol rich area of Ballkpapan, on the south: east coast of Borneo. Oboe 2 was the code name for the landing at Balik papan. The Australian 7th Division landed on 1 July, fol- lowing a barrage from US, Dutch and Australian ships, and ‘Softening up” of the target by USAAF and RAAF Liberators. This bombardment was later to cause the Dutch to complain that it had been carried out with excessive vigour and the damage to the oil installations and town was far greater than necessary. The Seping- ‘gang airfield was taken on 3 July and ten days later, the Spitfires af No. 452 Squadron landed there. They were ‘immediately put into action, flying support missions for the army, forcing the Japanese troops back inland. ‘The RAAF squadrons continued harassing the Japa: nese from their bases at Labuan and Balikpapan until they were ordered to cease all operations on 14 August 1945, Meanwhile, the pilots of No. 1 Fighter Wing, back in Darwin, had been getting rather bored. Apart from the odd desultory reconnaissance flight, Japanese air craft no longer appeared over Darwin. The last success: ful interception had been on 20 July 1944 when Flight Lieutenants Gossland and Meakin had downed a ‘Dinah’. Flight Lieutenant Lyn Compton, a No. 457 Squadron pilot attached to No. 452 Squadron, leads a flight of Spitfires of No. 452 Squadran near Morotai in (ate December 1944. A58-516, QY-T, and A58-503, Q¥-B, were both received In RAF Desert Scheme, These aircraft were re-camouftaged on the upper surfaces in the RAAF colour Foliage Green ‘and, on the under surfaces in RAAF Sky Blue by No. 14 ARD before they were issued to 452 Sqn. ‘A58-489, UP-L, tucks in close to a USAAF P-38, circa August/September 1945. It still carries the RAF Day Fighter Scheme in which i¢ arrived. The spinner is RAF Sky and there are no White wing leading edges. Note how the White paint on the fin flash has started to peel away, revealing the Red of the original fin flash underneath.‘A58-614, ZP-Q, at Morotal in March 1945. This aircraft was the regular mount of Flight Lieutenant Ted Sly. When Bruce Watson took over command of No. 457 Sqn at the end of 1944, he wanted the squadron to adopt a common emblem nd theme for all aircraft. Ted suggested the adoption of the name ‘Grey Nurse" and the shark’s mouth emblem for 457 Squadron's Spitfires. A vote was taken and his idea was adopted. The style of the mouth was to go through several variations over the coming months. This aircraft was finished in the RAF Day Fighter Scheme. Note how RAAF Foliage Green has been applied over the area where the RAF serial and fuselage band were situated. ZP-Q has a Red spinner ‘and carries the No. 80 Wing emblem on the rudder. ‘At 2310, local time, on the night of 24 March 1945, Flight Lieutenant Lyn Compton, at the controls of 58-617, opened his throttle to commence his take off run for anight air alert over the base. He had almost reached flying speed when the engine started to lose power. With the throttle fully open, he was unable to gain flying speed and cut the throttle. He attempted to stop the aircraft but it ran over the end of the strip into a ditch at about 15 mph, (24 kph). This aircraft was finished in the RAF Day Fighter Scheme, and has White leading edges, Red spinner, No. 80 Wing emblem, tnd stil carries the small version of the Shark Mouth, The wing upper surfaces and roundels show considerable fading of the colours as well as general wear and tear. The Wing's aircraft were generally parked out in the open and subject to harsh UV in the sunlight, as welt as the vagaries of tropical storms. — YS aa 58-526, No. 79 Squadron, Morotal, Nay, 1945, 58-526, carried the RAF Day Fighter Scheme colours. When ‘it was first taken on strength ‘by No. 79 Sqn, it was coded * and retained its RAF Sky spin- ner, although the Sky rear fu: selage band and Yellow leading ledges were over-painted. Later, it was transferred from A Flight to B Flight, and acquired @ new code, ‘R', now repeated under the nose, plus a Black spinner. The name ‘AVAGROG’ would be familiar to most Australians, and the swim-suit clad beauty is about to do just that. Quite why she is rectin- ing on‘a swagman's matilda, or swag, remains a mystery~ ou ae Spitfires of No. 452 Squadron at Trakan in July 1945, shortly after the squadron moved to the island. These aireroft are indicative of the mix of colour schemes employed by the RAAF on thelr Spitfires. 458-619, QI-G, inthe foreground, is finished in the RAP Day Fighter Scheme, with on RAF Sky spinner 458-516, QYE, fs finished 4] In the RAAF scheme of Foliage Green and Flight Lieutenant M.W. Grierson-Jackson landed at Austin Strip at Snake Bay on Metville Island, about 70 mites, (110 km), north of Dar- win, on 17 November 1944, As he turned off the strip, his wheels sank Into soft ground and the aircraft tipped on its nose. AS8-391, DL-Z, was in pristine condition, having just emerged from the paint shop {at No. 7 Repair and Salvage Unit a few days earlier. Her RAF Desert Camouflage had been painted over with RAAF Foliage Green and Sky Blue. Of note are the partially repainted walkway guides on the wing upper surface and Wo. 54 Squadron's abl of applying thelr squadron ‘A5B-352, DL-N, was flown by Warrant Officer E. Rayner in the raid fon Selaru Istand on 5 September 1944. All the Spitfires on this raid Carried 90-gallon slipper tanks as seen here. The 90-gallon slipper tanks, which were in short supply, were not to be jettisoned except in an emergency. This photo was taken sometime later as the aircraft hhas now been fitted with under-wing bomb racks, Also prominent on this aircraft is the oll-leak deflection ring fitted to a number of RAAF Spitfires, immediately aft of the propeller spinner. DL:N was finished in the standard Foliage Green and Sky Blue camouflage favoured by No. 1 Wing. Sky Blue and retains its RAF Dark Earth ‘spinner. Neither aircraft has White leading edges, but both still retain the No. 80 Wing emblem on the rudder, although No. 452 ‘Squadron was now attached to No. 78 Wing. Their squadron commanders tried to keep them busy with exercises, prac- tice scrambles, and honing their gunnery skils, but there is no substitute for ‘real’ ‘operations in maintaining aircrew mo: rale, Wing Head Quarters were aware of this, and laid on several raids. The mil- itary value of these raids was minimal but, at least, they kept the lads occu- pied for a while. ‘The first raid, on 5 September, was on Selaru Island, some 300 miles, (500 kil- Cometres), north of Darwin. Some thir teen Spitfires from Nos 54, 548 and 549 Squadron, with a Mitchell navigation ship and a Catalina for ASR, took part. The ‘Wing Commander of No. 80 Wing, Group Captain Caldwell, also’ decided to tag along as an observer. Strafing runs were made on the airstrip and the village at Lingkat, but little was observed in the way of worthwhile targets. One aircraft ‘was struck by light return fre, but all re turned home safely. 0n 27 November, another raid was laid on. This time the target was a Japanese radar station at Cape Lore, on Portu: guese Timor. The attacking force would be four Mitchells from No. 2 Squadron, and ten Spitfires from No. 549 Squad: ron, with the Wing Commander and Wing Leader in another two Spitfires. Again, Spltfires of No. 457 Squadron at Labuan, shortly after their arrival on 17 June 1945. AS8-611, ZP-B, wears a truly Jerocious shark mouth. Itis finished in the RAF Day Fighter Scheme of Dark Green, Ocean Grey and Medium Sea Grey. Shortly before the invasion of Labuan, the squadron’s Red spinners were over-painted in Sky Blue and a 12 inch wide ‘Sky Blue band painted on the rear fuselage. This band was applied over the Medium Sea Grey serial. Later the serials ‘were restored over the band In Black. This aircraft still retains its White wing leading edges and No. 80 Wing emblem fon the rudder. The shark mouth had a Black maw, White teeth with Red ‘shadow’, Red Gums and a Black outline. When it rained, which was most of the time, the strip at Labuan turned into a skating rink. On 11 August 1945, Flight Sergeant Colin McRae was on his take off run when his engine failed. He endeavoured to stop, but A58-604 careered Off the strip and slid backwards into the mud. McRae escaped with only slight abrasions and the aircraft was repaired ‘and back In service shortly after.16 Cress ange cee ERR Ma Nec eee a aL) ea Ieecsiay Reena Ag Re Re a ae an tear era 3 2 Catalina would provide ASR. Seven of the Spitfires had to abort with fuel problems. The remaining Spit- fires strafed the target, and then the Mitchells made their bombing runs. No opposition was encountered and all aircraft returned safely. The third, and last, strike was launched on 3 June 1945. The target was a seaplane base and airfield on the eastern side of Portuguese Timor. This was to be a combined operation with Liberator bombers. Squad ron Leader Glaser led the strafer fight of six No. 548 Squadron Spitfires, and Squadron Leader Bocock of No. '549 Squadron led three No. 54 Squadron Spitfires as top Cover. (one aborted due to fuel problems). First, the Libe- rators bombed the airstrip, and then the Spitfire straf- ing flight attacked. All aircraft returned safely and it ‘was believed that four or five Japanese bombers had been destroyed. ‘A number of second line units also operated the Spit- fire Vil In November 1943, A58-315 was allotted to the Spe- cial Duties Flight of No. 1 Aircraft depot. They flew it for the RAAF’S type performance trials. When the SOF was reformed as No. 1 Aircraft Performance Unit in December 1943, A58-315 was transferred to that unit. It continued to carry out further tests at No. 1 APU {including dropping 300 lb bombs from the centreline store position. It was later fitted with HF radio and used aa guide ship for aircraft being ferried north. No. APU received three more Spitfire Vil aircraft, AS8-303, jn January 1944, ASB-499 in August 1944 and AS8-601 in October 1944. A58-499 was used for trials with a pro- Posed photographic installation and then did a lot of trials work with various radio and signal installations. ‘A58-601 was used for the RAAF performance trials of the HF Spitfire, further development work on the Aus- tralian-designed CAAG anti-G suit and other tral instal- lations. No. 8 Operational training Unit had five Spit fire Vill aircraft on strength, AS8-442, 464, 523, 536, 538, from November 1944, to supplement its’ Spit. fire VC aircraft. On 23 May 1945, 58-538 collided with Wirraway A20-362, and was written off. It was replaced by A58-486. These aircraft were operated Can ee car aClz PoP cL eee orga anata ar eet in the motley array of colour schemes in which they were received. These included the Desert Scheme, the Day Fighter Scheme and also_un-camouflaged. Some had White tails, whilst others didn’t. ‘The Aircraft Depots and the Repair and Salvage Units also kept a Spitfire or two on strength. These were used ‘on accasion for local experiments, such as those carried ‘out at No. 7 RSU, on fitting under-wing bomb racks and 0.5" machine guns. Aircraft were also held on strength for pilots who were not assigned to a particular squad- ron. No. 1 AD held an aircraft for Flight Lieutenant Allan Whetters, the Technical Branch expert on Mer- lin engines. He used this aircraft frequently to travel from Melbourne to the RSUs and squadrons in Queens- land, and near Darwin. No. 7 RSU also kept two aircraft on charge for the Wing Commander and Wing Leader of No. 1 Wing, When the war ended, all the RAAF Spitfire squadrons were disbanded. No. 1 Wing flew their aircraft to Oakey in Queensland, for open storage. No. 80 Wing’s airwor: thy Spitfires were flown back to Australia where they ‘were placed in open storage, and the others destroyed where they lay. There was no further need for the Spit fire, The North American Mustang would be the RAAF's post-war fighter and the jet fighter was just over the: horizon. ‘The final user of the Spitfire Vil in Australia was the Royal Australian Navy. At the beginning of 1949, they accepted their first aircraft carrier, HMAS Sydney, equipped with Sea Fury and Firefly aircraft. Ground training would be required for the aircraft handlers and, rather than risk the new aircraft, the RAN re quested surplus aircraft from the RAAF. In October 1948, fourteen surplus Spitfire HE.VIIl aircraft were trucked to HNAS Albatross, the RAN base at Nowra, NSW. ‘The Mertin 70 engines had been removed from these aircraft for use in Australian built Mustangs. They were replaced with earlier Merlins and DeHavilland, three: bladed, propellers from Spitfire VC aircraft, ‘before the aircraft were issued to the RAN, It would appear that only six were used as deck handling training aids, whilst the remainder served as spares. Spitfires of No. 549 Squadron shortly after arrival at Strauss in July 1944. The aircraft of Nos 548 and 549 Squadrons hac ‘heir camouflage removed before the squadrons relocated to the Northern Territory. When the national markings, serials and codes were applied, they were somewhat non-standard. The roundels on the wings and fuselage were reduced In size but were of the old proportions with a large White area. The codes were in the specified Black but only some 12 inches high. The aircraft identity number was applied half the normal size, being only 4 inches high. The Air Officer Command- ing was none too pleased when the squadrons arrived and ordered that the aircraft be camouflaged as soon as possible. ‘The painting started in August and, by the end of the year, most had been camouflaged in Foliage Green and Sky Blue. 458-419, flown by F/0 Fred Inger, No, 457 Squadron, Satter Airstrip, October, 1944 0p 25 October 1944, No, 548 Squadran ined up the fist eleven of thelr newly camouflaged aircraft, atthe Darwin Civil Strip for a photo shoot. All (ook resplendent in their Foliage Green /' Sky Blue finish. The first four to be re- Palted were in fact replacement aircraft, A58-446, A58-451, A58-453, and AS8-482. These were recelved, in August 1944, from No. 14 ARD/RP in RAF desert camouflage. They were repainted at No. 7 RSU that month. In October the Fi he Job of camouflaging the squadron’s aircraft that had previously been stripped back to natural metal ‘craft is|A58-482, TSM, the aircraft of Squadron Leader R. A. Watts. aang PM Telicbisticdis) tisease Eight (On 23 May 1945, Flight Lieutenant Keith Gamble, an instructor at No. 8 Operational Training Unit, was taxying in at Parkes cerodrome, No. 8 OTU's base, when he collided with a parked Wirraway, 420-362. The Spitfire was a write off. ‘A58'538, (1V672), was received at No. 2 AD finished in the RAF desert scheme. It was not re-painted, apart from the ‘addition of RAAF serial and roundels, when issued to No. 8 Operational Training Unit in November 1944 ‘A58-315, one of the first batch of Spitfire Vill aircraft received by the RAAF. Its RAF Desert Scheme was modified by over- painting the RAF Middle Stone with RAAF Foliage Green. In November 1943, it was isued to the Special Duties Flight and lsed for the RAAF's type performance trials. It remained with that unit after it was renamed No. 1 Aircraft Performance Unit. In early 1944, it was fitted with T.R. 5043 VHF radio equipment. The aerial wire ran between the attachment fit- tings on the top of the rudder and at the top of the antenna mast behind the cackpre. This equipment proved to be quite useful when the aircraft was used as a lead ship for aircraft being ferried from No. 1 Aircraft Depot, near Melbourne in the south of Australia, to units in northern Australia. In this photo, taken in April 1944, ASB-315 Is leading ASB-395, ‘and A58-405 on the ferry light to No. 548 Squadron, then being formed at Strathpine, near Brisbane, Queensland. The first two Spitfire HE VII aircraft arrived in Melbourne in September 1944, A58-601 was the first to be assembled, and was allotted to No.1 Aircraft Performance Unit for the type performance trials, Later, Tt played a major part in the de velopment of the Australian designed CAAG anti-G suit. The aircraft retains its RAF Day Fighter Scheme bit, to conform focurrent RAAF orders, a White empennage and White wing leading edges have been added. The spinner has Been painted Red. itis interesting to note that, originally, the initial HF-Vll Spitfires were assigned serials continuing on from the last LEVill, A58-550. Thus, the aircraft that became A58-600 was originally assigned the number 458-551 and 458-607 was originally intended to be A58-552. However, the RAAF decided in early October 1943 to start the numbering of the HEVI Series beginning with 458-600Asse Eight The Spitfires operated by second tine units tended to be a motley bunch, and these two Spitfires at No. 8 Operational Training Unit in 1945 ore no exception. Both served with the unit from November 1944 to November 1945, ASB-442, (P4954), was recelved at NO. 1 Aircraft Depot, in June 1944, and was issued to No. 8 Operational Training Unit stil car {ying its RAF bay Fighter Scheme, But with the addition of White wig leading edges and White empernage. 438-536, (MT7B8), wos received at No. 2 Ab, in july 1944, and bad its camouflage removed before ise to No. 8 Operational Training Unit. The only adoition isthe Black anti dazzle panel The OTU maintained a mixed fleet of Spitfire VC-ana Spire Vil aircraft, witha flight of Wrraways to assess pilot proficiency. ‘A58;360 served with No. 452 Squadron from ‘September to December 1944, When that unit Teceived new Spitfire Vilis prior to its move to Morotai, A5B-360 was issued t0 No. 9 RSU_ to_be kept in reserve. In January 1945, it was decided to send it fo No. 6 Aircraft Depot for fn inspection and overhaul. Ie was damaged 'n the ferry flight and was re-assigned to No. 14 Aircraft Repair Depot for repair. In early April it was issued to No. 54 ‘Squadron as a replacement for AS8-312 ‘that was in need of overhaul after some ‘ten months of service with the squadron. ‘58-360 remained with No. 54 Squadron until ft was Issued to No. 6 Aircraft De- ppot for open storage in September. The final Austratian operator of the Spitfire Vill was the Royal Australian Navy. In October 1948, fourteen surplus Spitfire Vill aircraft were trucked to the Navy base at Nowra, NSW, to be used for training deck handlers. These aircraft had given up their Merlin 70 engines for the Australian Mustane program and were fitted with engines and propellers from the Spit: fire VC. The aircraft were for ground training only. They had all armament removed and were fitted with non-operational arrestor hooks for training. This aircraft, AH3, (ex AS8-752), is being used to instruct handlers in the correct method Of removal of the arrestor hook from the landing wire, before the aircraft can be taxied forward. The colour scheme Of the aircraft is unknown but appears to be Navy Blue. ae ee ] Production Camouflage To understand fully the colour schemes and markings applied to the RAAF"s Spitfire Vill aircraft, one must also understand the camouflage and markings applied to them when built in Britain All Spitfire Mk.VIll aircraft were built at the Super- marine factories, with final assembly at the Eastleigh Plant near Southampton, the Keevil plant near Bristol and the Chattis Hill plant between Southampton and Salisbury. The camouflage finish on the aircraft emerg- ‘ng from each plant was basically the same, as all major components were painted on production or after in- oration into major sub-assemblies. However, some components had to be painted after they were fitted on final assembly. These parts included flying surface aaa OL ALL RAGS EE fairings and engine cowlings. It is with the latter that there were distinct differences between the camou flage pattern applied at each final assembly plant. ‘Supermarine-built Spitfire Vil aircraft, assembled at Eastleigh, had almost the entire lower cowling painted in the under-surface camouflage colour, with the upper: surface colours extending only a slightly on to the lower, Cowling. | have called this the high pattern. Keevil assembled Spitfire Vil aircraft had only a small band of the under-surface colour along the cen tre line of the lower cowling. The upper-surface colours extended right down the sides of the lower cowling and looped down on to the sides of the carburettor air in take. | have called this the loop pattern, Typical of the Spitfires received in the RAF Day Fighter Scheme is this HE.VII, A58-615, (MT834), of No. 457 Squadron n late 1944, Each aircraft Depot had its own preferred way of preparing these aircraft. This one was prepared by No. 3 AD. The upper wing roundels have been modified simply by over painting the original Red. Similarly, the Red Of the fn flash was over painted, leaving the Blue and White stripes of unequal width. The fuselage roundel was modi {ied by extending the Blue over the Yellow surround and then over painting the Red in the roundel centre with White. The Sky rear fuselage band, orlginal RAF serial, and Yellow wing leading edges were over painted with the RAAF Colours Foliage Green and Dark Sea Grey. Quite « large area of the rear fuselage was painted Foliage Green and that Colour can be seen extending on to the tailplane and fin, but not the elevators or rudder,| 16204, a Spitfire LEVII| on a test flight from the Supermarine plant at Eastleigh. She carries the standard RAF Desert Scheme of Dark Earth, Middle Stone and Azure Blue, typical for early production Spitfire Vill aircraft. The desert Camouflage was regarded as unsuitable for operations in Australia’s north and, after the Spitfires arrived in Australia, the RAAF usually altered their camouflage by over painting the Middle Stone with RAAF Foliage Green, or repainting ‘the entire aircraft in RAAF Foliage Green and RAAF Sky Blue. Later production Spitfire LEVI aircraft, ‘and all production Spitfire HE VIN aircraft arrived in Australia finished in the RAF Day Fighter Scheme of Dark Green, Ocean Grey and Medium Sea Grey. Pictured Is ‘D351, which became A58-521, up on 4 flight shortly after assembly at No. 2 Aircraft Depot, in August 1944. At first the RAAF also re-camouftaged these later Spit- fires in Foliage Green and Sky Blue but, by early 1945 most were issued to the squad ‘ons still carrying their RAF Day Fighter, Scheme, albeit with the Yellow leading ‘edges and Sky fuselage band over painted ‘and RAAF serial and national markings ‘applied over their British originals. ‘MV466 rolled off the produc: tion tine at Chattis Hil in September 1944 and left for ‘Australia aboard the $$ Horo- vrata on 15 October. No.1 AD, ‘at Laverton, near Melbourne, received it on 25 November. As the RAAF had more Spit- fires than it could use at this time, A58-643 as it became, sat there for some six months before being issued to No. 9 Repair and Servicing Unit's Reserve Pool at the end of May 1945, {t still carried its original RAF DFS finish, complete with Chattis Hil ‘football’ under the nose. The spinner is still Sky, but the Sky fuselage band and Yellow leading edges are over painted. In July, ie Became FIL Len Reid’s third UP-A. Ie survived the war and was ferried back to Australia in November 1945. ri ‘458-601, (MV119), a Spitfire HEVIJ. This aircraft retains its original RAF Day Fighter Scheme but with the addition of White wing leading edges, a White empennage and a Red spinner. Clearly visible on the engine cowlings are the {factory-applied stencils to guide in the correct positioning when closing the cowling fasteners, and the aircraft serial in T-inch high Yellow characters. When the aircraft was dismantled for shipping overseas, the latter were applied to items that were specific £0 each airframe, (e engine cowlings, wing root fairings, radio mast etc), to ensure that they went back on the correct airframe on re-assembly. CChattis Hill assembled Spitfire Vil aircraft had the up- per-surface colours extending down on to, and around, the lower cowing leaving only two small’ areas of the under-surface colour. There was a small section under the carburettor air intake and an oval shaped section under the lower forward section of the cowling. Ihave called this the football pattern. (The football in this case being the oval shaped ball used for the Australian game and Rugby, not the round ball used in soccer). Early Spitfire FVII and LEVI aircraft, apart from 2 few retained for testing, were finished in the stand: ard RAF Desert Scheme of Dark Earth and Middle Stone Upper surfaces with Azure Blue under surfaces. Aircraft With serials in the JF, JG, LV and MB serial ranges were so finished. Inearly 1944, the RAF decided not to produce any fur ther Spitfires in desert camouflage. In future, all Spit fire Vill aircraft, no matter what the intended theatre of operations, or the variant, would be camouflaged in the standard RAF Day Fighter Scheme consisting of Dark Green and Ocean Grey upper surfaces with Medium Sea Grey under surfaces. This greatly simplified production for Supermarine, which was producing several marks Of Spitfire at the same time. The same sub-assemblies were used on several marks and, rather than paint: ‘ng them in differing colours depending on their final Use, it'made more sense to paint them all in the same Colours. If the final user wanted different camouflage, he could have the aircraft repainted after delivery ‘The RAAF was notified of this decision and agreed to accept its aircraft in this camouflage scheme. It was, in fact, a camouflage more suited to the lush green tropi- ‘cal areas in which the RAAF operated, Most of the MD serialled aircraft were delivered be- tween November 1943 and March 1944, and the evi- dence suggests that they were finished in desert cam- ‘ouflage. However, a small batch of five, for reasons unknown, was not delivered until mid May 1944, It ap- pears that this group was finished in the Day Fighter Scheme then applied to MT serialled aircraft. Certainly D351, the only one of the five delivered to the RAAF, was finished in the Day Fighter Scheme. Al Spitfire Vil aircraft in the MT, MV, NH and PA rang- 5, both Spitfire LEVill and Spitfire HEVII, were camou- flaged in the RAF Day Fighter Scheme, ‘The Spitfire Vill aircraft intended for the RAAF were delivered to RAF Maintenance units near major ports, where they were dismantled and crated for shipment. ‘As mentioned above, some parts, such as fairings and fengine cowlings, were fitted to'the aircraft on final assembly and were thus specific to that particular airframe. To ensure that the appropriate parts went on the correct airframe on re-assembly, the Maintenance Units painted the aircraft’ serial number on those parts in 1” high Yellow characters.Asse Eight ‘458-543 was a replacement for ‘458-436, UP-N. Warrant Officer Eccleston was flying ABB-436 (on 18 March 1945 when he was hit by anti-aircraft fire and wounded in the back and thigh. He regarded the letter 'N’ as ‘being unlucky and when A58- 5543 arrived he had it coded as up-2 After he left the squad- ron it was re-coded 'N’. This ‘aircraft is one of a few that 79 Sqn received carrying White empennages. The basic colour ‘scheme was RAF Day Fighter ‘Scheme. The Sky spinner was retained but the rear fuse- lage band over-painted. The White paint on the empen- hhage tended to erode rather {quickly and the original fin flash is starting to appear. ‘458-543, flown by W/O Hubert Eccleston, No. 79 Squadron, Morotai, May, 1945, ey CaN eS aed {458-532, of No. 452 Squadron at Morotal in May 1945. Given the RAF serial MT77', it was finished in the RAF Day Fighter Scheme. It was received at No. 2 Aircraft Depot at the end of July 1944, At the end of December It went to No. 14 ARD Reserve Pool where It was repainted in Foliage Green and Sky Blue. n late December, it was isued to No. 9 RSU at Morotat, who immediately passeait on to No. 432 Sqn as a replacement for ane of the aircraft fost ‘on the ferry trip north. Its service with No. 452 lasted until 1 September 1945 when it suffered fuel pressure failure and the pilot was forced to ditch off the North Borneo coast. Camouflage schemes after delivery to the RAAF The RAAF re-assembled its Spitfire Vill aircraft at one of three RAAF Aircraft Depots, No. 1 AD at Laverton near Melbourne, No. 2D at Richmond near Sydney and No. 3 AD at Amberley near Brisbane. The RAAF stores Identity numbers, (commonly called serials), were assigned at this time, and the British national markings ‘modified to Australian national markings before the air- craft were despatched to operational units. If the air craft was going toa second level maintenance unit, the British national markings and serial were sometimes retained, and later replaced with Australian markings by the receiving unit, before issuing the aircraft to {an operational unit, Desert Camouflaged Aircraft, ost aircraft received by No. 1 Aircraft Depot car- tying the Desert Scheme, were repainted by that unit. They continued the practice they had followed with the Spitfire VC aircraft of painting over the RAF Mid: dle Stone with RAAF Foliage Green. They retained the original camouflage pattern, including the aforemen- tioned high, loop and football patterns on the engine cowlings. These aircraft looked quite smart in their RAF. Dark Earth and RAAF Foliage Green upper surfaces with RAF Azure Blue under surfaces, No. 2 Aircraft, Depot and No. 3 Aircraft Depot did not re-camouflage Spitfire LEVIlls recelved in Desert Cam- uflage. They were sent on, still carrying their desert camouflage, although generally Australian national markings and the RAAF stores identity number were applied. It was left to the receiving units to re-camou- flage them as required. Usually, the receiving Aircraft Repair Depots and Repair and Servicing Units re-paint- ed the aircraft in RAAF Foliage Green upper surfaces with RAAF Sky Blue under surfaces before they were is: sued to the squadrons. There were exceptions of course. Some of the aifcraft intended for No. 457 Squadron were re-painted by over-painting the Middle Stone with Foliage Green; a scheme apparently preferred by that nit. A few slipped through to the squadrons still car- ‘ying thelr original desert camouflage. Aircraft sent to ‘non-operational units were rarely re-camouflaged and retained their original desert finish, Day Fighter Scheme Aircraft ‘The final LEVIN Spitfires, (MT and PA serial ranges), were received in the RAF Day Fighter Scheme of Dark’ Green, Ocean Grey and Medium Sea Grey. When the air- craft were issued directly to a squadron the Sky band around the rear fuselage and Yellow wing leading edg ‘es were generally over-painted by the issuing Aircraft Depot. Although the RAAF did possess a colour similar to RAF Dark Green, it appears that it was rarely used. Generally, the RAAF used Foliage Green and Dark Sea Grey to paint over unwanted RAF markings. Ian aircraft was issued to a second line maintenance Unit for onward issue to an operational unit or to be retained as reserve aircraft, sometimes it was sent to ‘that maintenance unit still carrying its British markings. Each unit had its own unique style of altering the un- ‘wanted British markings and this accounts for the many variations on what one would expect to be a ‘standard grey and green machine" ‘Many of these early Day Fighter Scheme aircraft formed the initial equipment of No. 79 Squadron. They retained their British camouflage colours with this unit. ‘Those that went to Nos 452, 457 and 54 Squadrons gen- erally had their DFS camouflage over-painted in Foliage Green and Sky Blue, although at least one went to No. 457, Squadron stil wearing its British colours,Auto Eight Top ! below / pg. 27 top: A58-424 still carries its UK applied desert camouflage. This aircraft was received by No. 3 Aircraft Depot at Amberley in Queensland in April 194. The roundels were altered to the correct RAAF type and the RAAF identity number applied. The modification to the camouflage pattern on the rear fuselage where the original RAF serial number has been over painted with RAAF Dark Earth is evident. No. 3 AD did not re-camouflage Spitfires before issuing them on to another unit. In this case, ASB-424 was attached to RAAF Eagle Farm where ft was used {n comparative trials against coptured Japanese aircraft. After those tras, ie returned to No. 3 AD and was not Fssued to another unit, being eventually passed to No. 6 AD for scrapping at the end of 1945. felow: Another arraft tat retained its desert camouflage wos AS8464 wich wos sued from No.1 Alcaf depot (shad peraionl Tani nt n Nvenber 1844 The cafe has aquired iit empennage and White coding “The upper wing roundels have been reduced in size and extensive over painting i evident on the wings and Feloge saee where the original markings have Been altered The RAAF had o Dark Earth colour which was sirlar {o but marginaly darker thon the RAF colour but, fe had no colour equvatent to Middle Stone, and the colour Light Earth, originally intended for use on the lower wings of bipanes, was used Instead. The result was an aicrft that was quite patchwork of colours.Auatie Eight The last 159 Spitfires received by the RAAF were all of the HEVIIl type, (MV series). In December 1944, No. 457 Squadron re-equipped with this model. They retained the RAF day fighter scheme of Dark Green, Ocean Grey and Medium Sea Grey but added the fa” mous Grey Nurse shark markings that distinguished that unit. Most of the HEVills went into storage but some found their way to Nos 79 and 452 Squadrons as ri placements for aircraft lost on operations and in acci dents. These aircraft generally retained their RAF Day Fighter Scheme camouflage. Natural Metal Aircraft The newly arrived RAF squadrons, Nos 548 and 549, received their aircraft in April and May 1944. These came from all three Aircraft Depots. Those from No. 1 AD were in the Foliage Green/Dark Earth/Azure Blue scheme while those from No. 2 AD and No. 3 AD re~ tained their RAF desert scheme, At the end of May 1944, the RAAF issued a new set of instructions for camouflaging their aircraft. These called for all fighter aircraft to be un-camouflaged. ‘The air Officer Commanding Eastern Area, brought this Instruction to the attention of Nos 548 and 549 Squad- (458-303 The process of removing the camouflage from an aircraft was quite [ laborious. ll transparencies, fabric covered surfaces, flrings and re- BEE jg) Movable panels had to be taken off. Cloths and brushes were used to PGR work the paint remover into the paint until Tt started to soften up. Then spatutas were employed to Scrape the paint from the surface Ses] Finally all the surface was cleaned down and the process repeated BA) to remove any remaining paint. Al fabric covered surfaces had to be re-bogged and, the areas around Perspex transparencies cut back us ing emery paper and water as the paint remover would damage the = Perspex. When the job was completed, the un-camouflaged aircraft looked quite ‘spiffy’. This is A58-303 attached to No. 1 Aircraft Performance Unit. Its polished natural metal finish was accented with a bright Red propeller spinner, White ‘empennage and wing leading edges. There has also been some ‘customising’. The original rear View mirror has been replaced with a rectangular mirror from a Spitfire VC and a small walkway has been added to port wing root. This ait- craft served with No. 7 APU from November 1943 until December 1946 and participated in many tests at that unit.rons and ordered thatthe camouflage be removed from their aircraft. No. 3 AD, Amberley, assisted by person- nel from the squadrons, carried out this work In the meantime, the AOC of North Western Area, where No. 1 Wing and No. 80 Wing were based, had objected to the new policy and requested that all his fighter aircraft retain their camouflage. RAAF HQ approved this in late June and the instructions were amended accordingly. It was too late for the aircraft Of Nos 548 and 549 Squadrons, which had already been stripped of paint. The AOC, NWA, was none too pleased when these two squadrons arrived in July to stand out Uike ‘sore thumbs" among his “jungle green’ aircraft. By the end of 1944, the offending aircraft had been painted in Foliage Green and Shy Blue camouflage. Over the course of their ives, a few other aircraft were also stripped of their camouflage. These served with No. 8 Operational Training Unit, No. 1 Aircraft Per- formance Unit, or as hacks. Markings The RAAF modified the original RAF roundels and fin flashes to comply with their own specifications, before the aircraft were issued to squadrons. When the first Spitfire Vills arrived in Australia, the spe- cifications called for the White centre of the roundel to be 2/5 of the overall roundel diameter for roundels on the upper wings, and to be 3/5 of the overall roundel lassie Eight diameter for roundels under the wing and on the fu- selage sides. The fin flash was to be equal widths of White and Dull Blue. At the end of May 1944, the specification was changed, requiring the roundels in all. positions to have ‘the White centre 2/5 of the overall roun del diameter. in addition, the new specification also required that the roundels on fighter aircraft be 32 inches overall diameter with a White centre of 12 inches diameter. Even the official specifications deviated from their own requirements. If the ratio of 2/5 had been strictly adhered to, the White cen- tre would have been 12.8 inches, nat 12 inches in diameter. Clearly, this was to facilitate the painting of roundels on the aircraft, but one can see why the crew actually doing the work would not be too both- tered about the odd inch or two, here and there, ‘The ways employed by the RAAF to modify the markings were many and varied and are beyond the scope of this booklet. Suffice to say that RAAF Spit: fires ended up with many different sized and propor: tioned roundels and fin flashes. The only relatively consistent markings were those applied to the air: craft re-camouflaged in Foliage green and Sky Blue but, even then, there were variations. Code Letters In January 1943, the RAAF issued A.FC.O. A.3, 62/1/271. This introduced a new system of two code letters to designate squadrons. An appended list gave the two-letter codes forall existing and planned squad: rons and fights. It specified that the squadron code letters and the individual aircraft letter be painted in K3/195, Sky Blue, on all aircraft. With the ex- ception of No. 54 Squadron, the Spithire squadrons followed this instruction. Perhaps No. 54 Squad- ron regarded itself as RAF, and not bound by RAAF Instructions. Interestingly, the order also banned the use ofthe letters, ‘C' and’, but this was not always observed. TsO The Sky Blue 'V" code letter being applied to Squadron Leader Lou Spence’s A59-429. The code letters were normally applied after an aircraft had been received by a squadron, although sometimes they were ‘applied by the wing's resident Repair and Salvage Unit. The instructions for the size and shape of code letters were rather vague and each squad: ran marie iin ite ean temnlates acromine fr ite 1858-370, No. 54 Squadron, Darwin Civil Aerodrome, ay, 1945 ‘458-370, (JG603), was camouflaged in the RAF Desert Scheme of Dark Earth, Middle Stone and Azure Blue when received in Australia by No. 3Aircraft Depot in enuary 1944. Theyused the RAAF colours Dark Earth and Light Earth toreduce the size of the original RAF roundels and to over paint the RAF serial. This aircraft was not allotted immediately to a squadron, but was instead transferred to No. t4airerafe Repair Depot to be held in the Reserve Pool for No, 1 Wing. Many of the Spitfires sent to Austria had not been Innibited property ‘when broken down for shipment, and suf- fered severe corrosion problems in the fuel ‘and cooling systems. 10 early 1945, No. 14 ARO replaced the Glycol cooling pipes and overhauled the fuel system on AS8-370.. Inlate 194 andearly 1945, anumber of No. 54 Squadron’saircraftneededimajoroverhautsand ‘eplacementswereurgentlyrequired. AS8-370wasissuedromNo. 14ARDtoNo. 54San, inearlyApril 1945, immediatelyafter ‘he repairshhadbeen completed, but before there had been time tore-camouflage her in RAAF colours. she was thusane o the very few Spitfires that saw service still carrying the desert scheme. It would appear that she had also been fitted wit @rreplacement rudder that was still finished in primer.‘The RAAF Aircraft General Instruction of May 1944 re- quired Spitfire aircraft to be un-camouflaged and with Black codes. However, as related earlier, operational commanders were unhappy with un-camouflaged air- craft and, in June 1944, the RAAF issued an amendment stating that camouflaged aircraft received from the UK ‘would retain their camouflage. This, in turn, caused confusion in the colour to be used for application of the code letters. Apart from Black specified for un-camouflaged aircraft, the only ‘other colour specified in this A.G.l. issued in May 1944 was Medium Sea Grey for use on aircraft camouflaged in overall Foliage Green. Spitfires did not fit into either of these categories. In’the event, most units contin- ued to use Sky Blue but some seem to have used White. ‘The use of Medium Sea Grey was negligible. Stores Identity Numbers (Serials) RAAF specifications required these to be in Medi tum Sea Grey on camouflaged aircraft and in Black on tun-camouflaged aircraft. They were to be applied in 8” high characters. However, Black was often used on ‘camouflaged aircraft and the style of numbers differed, OY eR ‘A58-504, flown by F/O Rex Watson, No. 452 Squadron, Balikpapan, Borneo, August, 1945 At the end of the war, some of the Spitfires were deemed not to be airworthy for the long flight back to Austratia and destroyed at the advanced bases. However, A58-504 was one of those fit enough to be flown ‘back and is seen here in November 1945 when staging through Higgins Field, on Cape York, Queensland. The light grey ‘exhaust stains on the side of the fuse- lage are evidence of an engine tuned for {ean running to give maximum range, During January and February 1942 he undertook Ad- vanced Flying Training on Miles Masters and then joined No. 53 Operations Training Unit for conversion to Spit- fires. In mid May, he was posted to No. 457 Squadron, RAAF, stationed at Red Hill. This squadron was part of No. 11 Group and was engaged in fighter sweeps over Europe. Rex flew several sorties before the squadron ‘was recalled to Australia. Along with No. 452 Squadron, RAAF, and No. 54 Squadron, RAF, they arrived in Aus: tralia in August 1942, but with only six Spitfires, most of the aircraft intended for Australia had been diverted, fen route, to the Middle East. ‘There was little fying done until November when re- placement aircraft arrived. When they had sufficient aircraft, No, 1 Wing, consisting of Nos 452, 457 and 54 Squadrons moved up to bases just South of Darwin. No. 457 Squadron moved to Livingstone Strip at the be: inning of February 1943. Rex Watson’s first engagement with Japanese aircraft took place on the 15 March 1943. At 1030, the wing was scrambled to intercept an incoming raid. Rex was flying {a ‘Bush’ Hamilton’s No. 2. Hamilton led Rex ina diving attack on a fight of three Zeros about 1000 feet, (300 metres), below. Rex managed to get into a firing post- tion on a turning Zero but was forced to break off his attack when another Zero fram the top cover dived on him, Rex waited until the Zero was almost within fir ing range and then broke hard left, pulling on the stick tuntit he entered a high speed stall. This caused the Zero to overshoot and, as it flashed by, Rex released the pressure on the stick and half-rolled to get on Ze- ro's tail. Both aircraft descended in a steep dive but the Spithire’s higher diving speed allowed Rex to close the gap. As the Zero pilot pulled out of his dive Rex was. able to close the gap to less than 50 metres and opened fire. He saw strikes on the Zero’s wing root, and cack pit area, but both his cannons jammed and he broke off the combat. He observed the Zero enter a spin with its forward fuselage and engine aflame. Rex was granted a commission as a Pilot Officer on 1 May 1943. Shortly after, on 9 Nay, he scored his sec~ fond victory. Together with five pilots and six ground crew of No. 457 Squadron, Rex was sent to Millingimbi, East of Darwin, after it had been attacked that morn” ing by Japanese aircraft. The following day the Japa- nese attacked again. The Australians were expecting more bombers but, in fact, encountered a large for- mation of Zeros. Some of the Spitfires were prepar~ ‘ng to land when the order to scramble came through, while others were preparing to take off for their patrol. The scramble proved to be somewhat chaotic, with the squadron failing to join up before the Japanese were sighted. Rex was leading Morse and Batchelor ina Vic of three winen three Zeros attacked them from behind, “Someone called out that there was a Zero on my tail. I looked out and saw three Zeros - then six Zeros. ‘looked again and there were nine Zeros. | wasn't game to look again. | made a quarter attack on the first Zero, ‘and got him with a two seconds burst. Black smoke began to pour out, and | watched him spin practical- ly to the Sea. Another Zero came by on my starboard wing. | half-rolled, climbed for position, and saw three or four Zeros milling about. Then | spotted another Zero ahead, and | pulled up at the vertical and got in ‘a burst. I saw part of the wing fall off.” Rex was credited with one destroyed and one dam- aged. Rex was involved in more intercepts and combats ‘over Darwin and managed to claim another two dam: ag aged. His final victory came on 17 August when, in com pany with Bill Gregory, he was scrambled to intercept a Ki-46 ‘Dinah’. They were ordered to climb to 30,000, ft, (9,000 metres), plus and vectored towards the in: coming aircraft. Gregory made the first sighting of the Dinah at 31,000 feet, (9,300 metres). Unfortunately, his engine was performing badly and he had trouble keeping up. Rex closed with the Japanese aircraft, ‘coming up on its beam, until he was stightly ahead of it, land then turned in for a beam attack. He was unable to complete that attack due to the enemy aircraft's speed and he reversed his turn to pullin close behind it. One of his cannons failed, but in three separate attacks, he scored numerous hits on the ‘Dinah’. The port engine was on fire, the fuselage had been hit numerous times and the cockpit transparency was shattered. He pulled aside to let his No. 2 have a go, but Gregory had been tunable to keep up. However, another pilot had spotted the fight and he joined in. Rod Jenkins closed in from directly astern arid kept firing until an engine on the en- lemy machine blew up and the aircraft burst into flames. ‘The aircraft disintegrated as it plummeted down. The kill was awarded as a half share to each pilot. That was Watson's last claim. His score stood at 2 ¥4, not bad for an ‘old man’ of 331 Rex was promoted to Flying Officer in November and remained with No. 457 ‘Squadron until January 1944, when he was post to No. 2 Operational Training Unit, as a Wirraway Instructor. In July, he was posted again, this time to No. 8 Operation- al Training Unit as an instructor on Wirraways and Spit- fires. In January 1945, he attended a course in gunnery, at the Central Gunnery School at Cressy in Victoria, He then joined No 452 Squadron based at Morotai {in April 1945, and shortly after was promoted to Flight Lieutenant, He took over A58-504, QY-R, previously flown by Des Cormack, and had his Jiminy Cricket em= bem, and score of 2: Japanese aircraft, added below the windscreen. He flew operations from Moratai and Balikpapan, Borneo, but ill-health haunted him, and he was forced to return to Australia for hospitalisation at the end of July. He was discharged from the RAAF in December. Seppinggang Airstrip, Balikpapan, 15 July 1945, two days after the RAAF fighter squadrons took possession. F/O Rex Watson, third from left, discusses a forthcoming operation With three other No. 452 Squadron pilots, in front of ASB- 516, The aircraft was now coded QY-E and flown regularly by Sgt Gurney. On the left is F/O Jack Pretty, who shot down 1 ‘Nick’ on the night of 24 December 1944.CEES eae AER Desmond John Cormack DFC When war broke out, Des Cormack was a school teacher in South Australia, He applied to join the RAAF and, at age 26, enlisted in October 1940, under the EATS, as a trainee pilot. Des did his initial training on Tiger Moths at No. 3 Elementary Flying Training School, at Essendon in Melbourne, Victoria. From there he went to No 2 Service Flying Training School, at Wagga ‘in NSW, where he completed his training on Wirraways. He graduated on 29 May 1941 as a Sergeant Pilot. Shortly after, he embarked for the Middle East, arriv ing there in September 1942. He was briefly attached to No. 450 Squadron RAAF, before being posted to No. 71 Operational Training Unit, at Ismailia. There he converted to the Curtiss Tomahawk. In January 1942, he joined Clive Caldwell, John Waddy, Nicky Barr, Bill Cable and a number of other Australians at No. 250 Squadron RAF es flew his first operation on 9 January, provid- ing escort for Blenhelms on a bombing raid, as part of operation Crusader. The squadron withdrew shortly after, in February, to Port Said, and Des saw little Sergeant Desmond John Cormack seated on the wing of {a No. 205 Squadron RAF Tomahawk in January 1942. Des hhad just joined the squadron. He was to remain with it for year, flying some 135 operational sorties and scoring two confirmed victories, a probable and three damaged. Top: A58-516 was Des Cormack’s aircraft but, in thi shot, taken on 30 December 1944, itis being flown by FIL Lyn Compton. Compton was one of the No. 457 Squadron pilats attached to No. 452 squadren to gain some operational experience in the area before No. 457 moved Up. 80 ‘combat at this time. For a time, the squadron oper- ated Hawker Hurricanes but, at the end of April, it re- equipped with the Curtiss Kittyhawk |, and moved back into the fray, taking up residence at Gambut in Libya. At the end of May, Rommel launched his offensive Against the Gazala-Bir Hacheim Line. Des, recently granted a Commission and promoted to Pilot Offic: ef, took part in many actions as the Allies attempted to stop the Axis columns. On 6 June, he had his first success when he damaged an Italian Macchi MC 202, By the end of June, Rommel had taken Tobruk, and was poised outside El Alamein in Egypt. On 1’ July, he renewed his assault on the Allies. The Desert Air Force fought valiantly to take the battle to the en: ‘emy and support the beleaguered Army units as they attempted to prevent any further German advance. Des enjoyed further success, with two Ju 87 dam: ‘aged on 8 July. On 10 July, the squadron was engaged fon a bombing raid when’a mixed force of BY 109s and MMC.202s intercepted them. They were forced to jettison their bombs and engage the enemy. In the ensuing dogfight, No. 250 lost two of their number, but Des managed to survive and severely damage ‘a NC.202 in the process, By mid July, the ground battle had reached a stale- ‘mate and a number of pilots, including Des were grant- ed some leave. He returned in August to find that op: erations now consisted largely of fighter patrols and bomber escorts. This put the squadron in a better posi tion to engage the enemy on equal terms and Des took advantage of it On 15 September, he was leading the top section of No. 250 Squadron, acting as top caver for No, 112 Squadron. He sighted four Bf 1095, up sun, at about 3 o'clock. As No. 112 Squadron tumed away, Corma: ck ordered his section to turn left also, to maintain their cover over No. 112 squadron. Two Bf 109s dived fon them from behind and Cormack immediately Feversed course and turned into them, foiling their attack. As he completed his turn to place himself back above the No. 112 Squadron aircraft, he sighted two more Bf 1095 above and about 300 yards to his left. He attacked and fired a 2 second burst into the lead: ing 109, which went down trailing dense white smoke, He had'to break off the attack as further enemy air craft dove on him, but the Army, who saw the 109 crash into the ground, later confirmed the kil Further success followed two weeks later. On 1 Oc- tober, Nos 112 and 250 Squadrons were scrambled to intercept a formation of some twenty Ju 87 Stukas escorted by a similar number of fighters. In the ensu: ‘ng fight, Des shot down a Stuka in flames and F/L Mau: Fice Barber, a South African serving in the RAF, dawned another three, ‘At 2140 on the night of 23 October 1942, more than 1,000 Allied guns started the greatest barrage since World War I. It was a prelude to General Montgomery's breakout from El Alamein. As the Axis forces retreated, the Desert Air Force harried them in the air and on the land. By the end of the year, they had been pushed back to Tunisla. Des took part in many ground attack sorties as well as fighter patrols, but the end of his tour was rapidly approaching. By the end of February 1943, Des, recently promoted to Flying Officer, had amassed ‘over 200 operational hours in some 155 sorties, which included over 30 aerial combats, He was posted to No. 73 Operational training Unit at Abu Sueir in Egypt. He served there for a year as an instructor flying Harvard, Kittyhawk and Spitfire air- 58-516, flown by FIL Des Cormack, No. 452 Squadron, 1944 craft. In February 1944, the RAAF finally caught up with him and he returned to Australia, where once again, hhe was posted to an OTU as in instructor, this time on ‘Wirraways and Kittyhawks at No, 2 Operational Training Unit, based near Mildura, Victoria, on the River Mur ray. in June he did a Spitfire refresher course and was, Posted, in August, to No. 452 Squadron, then based at Sattler Strip, near Darwin. This posting coincided with his promotion to Flight Lieutenant. Shortly after arriving, he was appointed as ‘B” Flight, Commander, replacing F/L Ron Cundy, whose tour with the squadron had ended. initially he took over Ron’s 458-435, QY-T, but when the squadron received new Spitfire 'Viis in December, shortly before its move to Morotai, he got_a new aircraft, A58-516, which retained the code QY-T. In recognition of his record, the squadron fitters added two kills under the wind screen. Why they added Japanese flags rather than Ger: rman crosses remains a mystery. While serving with No.452 squadron, Des received notification of his DFC. He continued ‘to fly A5B-516 in January through March, although due to the high level of operations at the time other pilots often flew i. It was damaged by enemy fire and sent for repairs in early April, and Des switched to A58-504, QY-R. He flew this on ops about five times before his tour of duty end- ed in May. Des was described by his squadron commander fas having done an outstanding job as a flight com- ander and was recommended to be given command of ‘squadron. However, the Wing Commander did not endorse that, and Des was posted to another instruc- tional job. He could not see much sense in instructing more pilots for a war that was almost over, at least as far as the RAAF was concerned, with their American Allies barring them from participating in the Philippines ‘campaign. He thought that he would be better em- ployed back in his original rote as a school teacher and applied for an early release from the RAAF to resume this occupation. This was granted on 10 August, and he resumed his teaching career in the Norther Territory and Adelaide, ‘Norotal, December, at‘A5B-516, flown by F/O Des Carmack, No. 452 Squadron, Norotai, December, 1944 (17 July 1945, Sat Gurney touched down shot ofthe runway and his wheels ug into sdiatng the aircraft to cartwheel down the runway. The engine broke clear dine and burst neo flames. Set Gurney managed to escape with o shaking raft was destroyed. Irs interesting to note that, although Des Cormack fuadron neariy two months earlier, and the aircraft code hod been changed carried his two victory flags. William Oswald Cable DFC William, or Bill as his friends knew him, was born in Sydney, NSW. He was working as an engineer in Bris: bane, Queensland, when war broke out and enlisted in the RAAF in September 1940. He did his basic train ‘ng at No. 2 Initial Training School based at Lindfield, NSW. In November, he was sent to Rhodesia for his fy” ‘ng training. This was accomplished at No. 25 Empire Flying Training School, Belvedere, and No. 20 Serv: ice Flying Training School, Cranborne. He graduated asa Sergeant Pilot in April 1941 In June, he was posted to the Middle East where he completed his training at No. 71 Operational Train ‘ng Unit. In August, he was posted to No. 250 Squad: ron, then flying Tomahawks. Although No. 250 Squad: ron was an RAF unit, it included a number of notable Australian pilots, including Clive Caldwell, Bob Whittle and John Waddy. On 23 November, Caldwell shot down an Bf 109, and Whittle and Cable also claimed one each ‘On 5 December, Caldwell was leading twelve No. 250 Squadron Tomahawks when they encountered large number of Ju 87s, escorted by Fiat G.50s, Macchi CEES ears MA ag MC.200s and a dozen Bf 1095 providing top cover. No. 112 Squadron took on the fighters while No. 250 Squadron attacked the dive-bombers. Caldwell formed his unit into line astern and attacked from the rear. (On his frst pass, Cable fired a good burst into the cock: pit area of the Stuka, which dropped out of forma tion and spiralled down until it crashed and expladed, Attacking a second aircraft, he scored hits in the cack pit area again and the aircraft spiralled down out of control. He made another attack on a third Stuka and, although he saw it spinning down, he could only claim It as damaged, On that day, Caldwell claimed five Stukas, Whittle two, and Cable two, Shortly after, Bill was posted to No. 450 Squadron RAAF. At the end of March 1942, he received his commis- sion as a Pilot Officer, and was posted back to No. 250 Squadron, now flying Kittyhawks. On 16 June, he claim: eed another Bf 109 damaged but was badly shat up and forced to crash land. After a year in combat, mostly with No. 250 Squadron, his score stood at 3 confirmed, 2 probable and 1 damaged. His operational tour completed, he served as a test pilot at the American Repair Unit of No. 283 Wing Flight Lieutenant William Oswald Cable DFC, Flight Commander of 6 Flight, at right, poses with his Commanding Officer, Squadron Leader Bruce Watson DFC, centre, and Flight Commander of A Flight, Flight Lieutenant Ted Sly DFC at left, in front of W/C Gibbes" A58-602.‘A58-609, ZP-F, at Morotai shortly after the squadron's arrival in February 1945. The aircraft still carries its original ‘small shark mouth and Red propeller spinner. 858-6089, flown by F/L Bill Cable, No. 457 Squadron, Morotai, February, 1945, ‘458-609 at Labuan, circa July / August 1945. It has now acquired a truly fearsome shark mouth and the Sky Blue Spin: Iner and rear fuselage band used by No. 457 Squadron in that theatre, At the end of the war, the harsh tropical conditions had taken their tall on Supermarine’s thoroughbred, and many were deemed to be unfit to undertake the (ong flight back to Australia and were scrapped where they stood. The remaining aircraft were flown back to Australia to face the same fate. Ten of No. 457 Squadron’s aircraft successfully completed the journey, among them Cable's A5B-609. It is seen here, parked at Oakey, Queensland, ‘waiting the cutters shears and torch. In October, he was promoted to Flying Offic- cer and, following a further stint of test flying, returned to Australia in March 1943. After serving as an instructor, and complet: ing a fighter refresher course, he was post- ced for a second operational tour. He went to No. 452 Squadron in October 1944 but, shortly after, at the beginning of November, was post- fed to No. 457 Squadron. When the A Flight Com: ‘mander, Flight Lieutenant Jack Sturm, who was attached to No. 452 Squadron at the time, was killed in an accident at Merauke, in Dutch New Guinea, on that squadron's deployment north, Cable took over command of the Flight, He flew many missions with No. 457 Squad ron from Morota\ and then Labuan, Borneo. His tour of duty was finished with the war's end and he returned to Australia. He instructed at No, 5 Service Flying Training School for a brief period until he received his discharge in January 1946. In. his operational tours, hhe had flown some 154 sorties. 58-609, flown by F/L Bill Cable, No, 457 Squadron, Morotal, February, 1945CR Tae eee Cavalier ‘Squadron Leader Ernest Derek Glaser DFC first adopted the Cavalier motif for his aircraft when he was serving with No. 63 Squadron RAF. This is the version painted (on his A58-482, TS-V. Top: Derek Glaser's A58-379, ZF-Z, at Strauss Alrstrip, south of Darwin in September 1944, 458-379 had been stripped of its camouflage before the squadron moved north in June. It operated for a number of months in natural metal finish until being camouflaged in Foliage Green and Sky Blue in early 1945. Glaser liked to ‘customise’ his aircraft and Ernest Derek Glaser DFC At the outbreak of World War Il, Glaser was a Ser geant pilot in the Royal Air Force Volunteer Reserve. He was called up on 1 September and, on completion of his training, joined No. 65 Squadron at Hornchurch, in July 1940. At this time he was commissioned as a Pilot Officer. Flying the Spitfire 1, he participated in several com: bats during the Battle of Britain, claiming a %4 share ina He 111 destroyed and a probable Bf 109. Glaser was an admirer of Jeffrey Quill and, when that pilot was attached to No. 63 Squadron for some combat exper': ence, Glaser was privileged to fly as his number two. It was while he was with No. 63 Squadron that Dave Glaser fist had a ‘Laughing Cavatier’ painted on his aircraft. He regarded it as his lucky talisman and ‘it adorned most of his subsequent aircraft. In early 1941 he was posted to No. $3 Operational Training Unit as an instructor and promoted to Flying Officer. Some twelve months later he joined No. 234 Squadron at Portreath as a Flight Commander. Here he flew the Spitfire Vb. The squadron's duties com: prised mainly convoy patrols and bomber escorts but he was able to claim a half share in a Bf 110 in June and another half share in a Ju 88 in July. For his work with this squadron he was awarded a Distinguished Flying Cross. At the end of 1943, he left the UK and sailed for Aus: tralia with a group of pilots who were to form the two has replaced the standard round rear view mirrar with a rectangular one. The Cavalier motif applied on Glaser's AS8- 379. Modellers will note several differences between it and the version painted on his later A38-482, particularly in the tunic, hhat and boots. 458-379, flown by F/L David Glaser, No. 549 Squadron, Strauss Airstrip, September, 1944 - ZF 0: A — Spitfire squadrons that Churchill had promised. In Jan- uuary 1944, now a Flight Lieutenant, he became a Flight Commander in the newly formed No. 549 Squadron, Unfortunately, by the time the squadron arrived in the Darwin area, Japanese air raids had long ceased, The pilots became bored and morale was a major problem. The Squadron Commanders approached the Wing Commander to lay on an offensive operation “to prevent the black dog from leaping on our backs” ‘The Wing Commander acquiesced and a raid was laid on to attack Japanese installations on Selaroe Island, some 300 miles, 500 kilometres), to the north of Darwin. On 5 September 1944, fifteen Spitfires from No. 1 Fighter Wing, accompanied by a B-25 Mitchell for navi gation assistance and a Catalina for SAR duties, strafed targets on the island. Each of the three squadrons pro: vided a flight of four Spitfires, plus two for the wing flight, F/L Glaser led the second section of No, 549 Squadron in his regular mount A58-379. Although the raid achieved little other than a filip to pilot morale, another raid was laid an for 17 November. ‘This time the target was to be two Japanese radar sta tions located in East Timor. The main strike force would be four B-25 bombers from No. 2 Squadron, escorted by twelve Spitfires from No. 549 Squadron. A SAR Cata: lina would accompany them. Glaser was to fly AS8-381 but, in the event, his Spitfire, along with several others,

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