Bristol Beaufighter, part one. Royal Canadian Air Force.

 

The Bristol Beaufighter is a British heavy fighter aircraft that could also perform other types of roles, from pure and night fighter to light and torpedo bomber. It was designed during World War 2 by the Bristol Aeroplane Company. With almost 6.000 units manufactured from May 1940 to 1946, the type proved successful and was therefore employed by many air forces around the globe. One of such was the Royal Canadian Air Force (RCAF with four squadrons operating the Beau (as  it was commonly known).

The first of those units was No. 406 "City of Saskatoon" Squadron. This formation was created in May 1941 and was equipped with Bristol Blenheim Mk. IF (which was the heavy fighter variant of the Bristol Blenheim bomber), although they only lasted for a month, because in June that same year the squadron was re-equipped with the much better Beaufighter Mk. IIF (the Rolls-Royce Merlin powered night fighter variant).
The Mk. IIF was operated for one year, until June 1942 when they received the Mk. VIF (another night fighter variant equipped with an Al Mk. VIII radar and powered by the Bristol Hercules engines). The Mk. VIF was operated until August 1944 when the squadron completed the transition to the De Havilland Mosquito Mk. XII, transition which began in April 1944. During the war, No. 406 Squadron operated only from British soil. 

Another Beau-equipped RCAF squadron was No. 409 Squadron, which received the Beaufighter Mk. IIF in August 1941, replacing their Boulton-Paul Defiants and performing the night-fighter role. During the early days of this unit's existence, two victories were claimed, with more being claimed in June 1942 when the squadron received the Mk. VIF. The unit retained their Beaus until March-May 1944 when they were reassigned to the 2nd Tactical Air Force (TAF) and their Beaus were replaced with Mosquitoes Mk. XII. 

Assigned to RAF's Coastal Command, No. 404 squadron, received the Beaufighter Mk. IIF in as late as September 1942. Unlike other units above, this squadron was tasked with coastal patrols and anti-shipping operations in the Atlantic Ocean. In January 1943, operating from Devon, the squadron was tasked with anti U-boats patrols over the Bay of Biscay, task which was kept in March 1943 when the squadron received the Beaufighter TF Mk. X (a dedicated anti-shipping variant, commonly known as the "Torbeau", powered by the Hercules Mk. XVII engines).
In May/June 1944 the squadron was tasked with the defence of the western approaches from England to France, in order to support Operation Overlord. It was during those months that the squadron attacked three German destroyers spotted south of the French port of Brest. Although the destroyers managed to arrive to port safely, two of them were sunk on the next day by surface ships. In July 1944 they were rebased to the eastern shore of England, where they were assigned to anti-shipping duties on the Dutch coast. This task lasted until September, when they were rebased to Scotland, where they were assigned to the famous Banff Strike Wing, one of the most effective anti-shipping units of the war. In as late as March 1945 their Beaufighters were replaced by Mosquitoes Mk. VI. 

The last RCAF unit to operate the Beaufighter was No. 410 Squadron, which operated the Beaufighter Mk. IIF for less than a year, as they began to replace their Boulton-Paul Defiants in April 1942. The first official sortie of this unit took place on the night of 4th June 1942 when twelve Beaus Mk. IIF took off from RAF Drem, Scotland. In November the unit began its transition to the Mosquito NF Mk. II, transition that was completed in January 1943.

Sources:

1st https://en.wikipedia.org/wiki/List_of_Bristol_Beaufighter_operators

2ns https://en.wikipedia.org/wiki/404_Long_Range_Patrol_and_Training_Squadron

3rd https://www.historyofwar.org/air/units/RCAF/404_wwII.html

4th https://en.wikipedia.org/wiki/406_Maritime_Operational_Training_Squadron

5th https://www.historyofwar.org/air/units/RCAF/406_wwII.html

6th https://en.wikipedia.org/wiki/409_Tactical_Fighter_Squadron

7th https://www.historyofwar.org/air/units/RCAF/409_wwII.html

8th https://en.wikipedia.org/wiki/410_Tactical_Fighter_Operational_Training_Squadron

9th https://www.historyofwar.org/air/units/RCAF/410_wwII.html

Boeing Stearman Model 75, part five. The Stearman in America, part two. Canadian, Colombian, Cuban and Dominican users

 

The Boeing Stearman PT-13/17 Kaydet is an American double winged two-seater basic trainer that was developed during the 1930s and was exported to various countries around the world, among them, the following ones:

• Canada: The first Canadian user of the Stearman was Trans-Canada Airlines, which bought three Model 73 (PT-13) in 1937 and used them for surveying new routes and pilot training. They were employed until two years later, 1939 and sold soon later.
  However, the most known Canadian usage of the Kaydet was the Royal Canadian Air Force (RCAF), which employed three-hundred PT-17 (locally known as PT-27) bought by the Royal Air Force (RAF) under the British Commonwealth Air Training Plan in spring 1942. The Stearmans were to be used by the No. 3 Flying Instructors' School in Arnprior, Ontario and four additional elementary flying schools in the Canadian prairies. 
  However, they were initially delivered without winter and night-flying equipment (an enclosed canopy) and in November 1942 they were returned to the United States Army Air Force in exchange for the Fairchild Cornell. 
  Other RCAF's units which used the Kaydet were Test and Development Establishment of the RCAF and No. 36 Elementary Flying Training School in Alberta. 
  
  
• Colombia: In 1942 the Colombian Air Force (CAF) acquired an unknown number of PT-17 Kaydets to employ them at their Military Aviation School as basic trainers. They were employed in this role for many years, until 1954 when they were gradually replaced by the much modern Beech T-34 Mentor. The last PT-17 serving with the CAF was retired in 1957. Many were sold to private aeroclubs and some are fly worthy nowadays.
  
  
• Cuba: The Cuban Army Air Corps (CAAC) bought seven Stearman Model A73B1 (a Model 73 powered by a Wright R-790 Whirlwind engine) which were delivered between July 1939 and March 1940. Later, when the United States entered the war in December 1941, Cuba was sold a total of 48 trainer aircraft as part of a lend-lease system, in order to watch the entrances to the Gulf of Mexico against German U-Boats, as a total of four Cuban merchant ships were sink, killing a total of 56 Cuban sailors. 
  Among those 48 aircraft, were six PT-17s (numbers 38-39-40-41-42 and 43) delivered in July 1942 and three additional N2S-4 (numbered 44-45-46) in June 1943. 
  They all were flown under Aviation School located presumably in Rancho Boyeros. 
  
  
• Dominican Republic: The Dominican Military Aviation Corps employed a total of 25  PT-17s during the 1950s. They were replaced by more modern types such as the Beech T-34 Mentor. 
  
  

Sources:

1st https://en.wikipedia.org/wiki/Boeing-Stearman_Model_75

2nd https://canadianflight.org/content/stearman-a75n1

3rd https://www.vintagewings.ca/boeing-pt-27-stearman

4th https://www.warplane.com/aircraft/collection/details.aspx?aircraftId=6

5th https://www.facebook.com/photo.php?fbid=2649381015292344&id=1414675768762881&set=a.1415050675392057&locale=ms_MY (translated)

6th https://www.urrib2000.narod.ru/Mil1-4.html (translated)

7th https://es.wikipedia.org/wiki/Fuerza_Aérea_de_República_Dominicana#Antiguas_Aeronaves (translated)

Supermarine Spitfire. American Users, part four. Canadian users of the Spitfire. Part three.

 

Some more users of the Spitfire in the Royal Canadian Air Force  (RCAF) were:

• No.402 Squadron: This squadron, transitioned from the Hawker Hurricane to the Spitfire Mk.Vb in March 1942 and, shortly later, in August, the Spitfire Mk.IX. They took part in the Dieppe landings, providing aerial support, and, in March 1943 they were forced to return to the Mk.V. The Mk.V was flown through the Normandy campaign. In July 1944 they received again the Mk.IX, albeit for a short period of time as they were replaced by the Griffon-engined Mk.XIV which kept them until the end of the war. They operated all throughout north-western European campaign in Belgium, Netherlands and Germany, where the squadron was disbanded in July 1945.
• No.400 Squadron: This unit, formed as an army co-operation squadron, employed some Spitfire PR.XI, the reconnaissance variant of the Spitfire Mk.IX during World War 2. 
• No.421 Squadron: This formation received the Mk.IX during the spring of 1943 and, just like many other RCAF squadrons, they served through the European Theatre of Operations (ETO), serving as part of the 2nd Tactical Air Force in the Normandy campaign, the advance into Belgium, Netherlands and Germany. 
• No.416 Squadron: This unit employed the Spitfire F.XVI at some time during the war. It served through the Dieppe raid and the ETO until the end of the war.
• No.414 Squadron: This squadron was equipped with the Spitfire and the North American Mustang during World War 2. It served through the Dieppe raid and the ETO until the end of the war.
• Royal Canadian Navy (RCN): The Supermarine Seafire Mk.XV (a carrier variant of the Spitfire Mk. XII featuring foldable wings and an arrestor hook, among other changes) was RCN's first fighter aircraft. They were flown from HMCS Magnificent (CVL-21) and HMCS Warrior (R31) and were replaced in the carrier fighter role in 1948 by the Hawker Sea Fury. During this time with the RCN, the operating unit was the 803 Naval Air Squadron, which was a Fleet Air Arm's unit transferred to the RCN in January 1946.
  Some were kept as advanced trainers until the early 1950s.

Sources:

1st https://en.wikipedia.org/wiki/402_Squadron

2nd https://en.wikipedia.org/wiki/416_Tactical_Fighter_Squadron

3rd https://en.wikipedia.org/wiki/No._421_Squadron_RCAF

4th https://en.wikipedia.org/wiki/414_Electronic_Warfare_Support_Squadron

5th https://en.wikipedia.org/wiki/400_Tactical_Helicopter_Squadron

6th https://en.wikipedia.org/wiki/Supermarine_Seafire

7th https://www.warmuseum.ca/cwm/exhibitions/navy/galery-e.aspx@section=2-F-4&id=8&page=0.html

8th https://en.wikipedia.org/wiki/803_Naval_Air_Squadron

Supermarine Spitfire. American Users, part three. Canadian users of the Spitfire. Part two.

 

Some of the RCAF's Spitfire operating squadrons, were the following:

• No. 417 Squadron: This unit, the only RCAF one deployed in the Mediterranean, replaced the Hawker Hurricane with the Spitfire in 1943 during Operation Torch and kept them  (albeit in various marks) until the end of the hostilities in Italy in April 1945.
• No.443 Squadron: This squadron received the Spitfire in England and they served through Normandy campaign and Europe until the end of the war. They remained as part of the British Occupation Forces in Germany and were disbanded in March 1946.
• No.441 Squadron: This unit received the Spitfire late in the war, when they were rebased from Nova Scotia to England in February 1944. They took part in various campaigns through Europe such as France, Belgium, Netherlands and Germany. They were disbanded in August 1945.
• No.403 Squadron: This unit transitioned from the Curtiss Tomahawk I to the Spitfire in 1941 as the Curtiss Tomahawk was not deemed suitable for the European Theatre. 
  With Spitfires of various marks, they served through various British and European fronts such as Defence of Britain, Channel Front, Dieppe, Normandy and the Rhine, before being rebased to mainland Canada.

(to be continued)

Sources:

1st https://en.wikipedia.org/wiki/417_Combat_Support_Squadron

2nd https://en.wikipedia.org/wiki/443_Maritime_Helicopter_Squadron

3rd https://en.wikipedia.org/wiki/441_Tactical_Fighter_Squadron

4th https://en.wikipedia.org/wiki/403_Helicopter_Operational_Training_Squadron

Supermarine Spitfire. American Users, part two. Canadian users of the Spitfire. Part one.

 

The Royal Canadian Air Force (RCAF) got hands on the Supermarine Spitfire too, although as such, only operated eight machines as most of them were assigned to squadrons under operational RAF command. 
Some of the Spitfire operating squadrons, were the following:

• No.411 (City of York) Squadron: This unit was formed in June 1943 at RAF Digby and it was equipped with the Spitfire Mk.I & Mk.II which were already outdated for the time. In August, once the training and adaptation period finished, they were re-equipped with the Mk.V and operated over Continental Europe, specially in bomber escort missions. The squadron transitioned to the Spitfire Mk.IX in October 1943 and took part in the Normandy Landings aerial campaign providing close air support. Following the advancing aerial troops they were soon based at Uetersen, Germany where it was disbanded in March 1946.
• No.401 (City of Westmount) Squadron: This unit replaced its Hawker Hurricane fighters with Spitfire Mk.II in September 1941 and shortly later with the Mk.V. In July 1942 some pilots of this unit also flew some of the first Mk.IX.
  The squadron took active part in the aerial war over Europe, including some actions during the Channel Dash and various sorties over Continental Europe. In early 1943 they were rebased to RAF Catterick, where they were fully equipped with the Mk.IX. 
  The unit took part in the aerial campaign over Normandy and they were progressively rebased in Europe, as the allied troops advanced. In May 1945 they were re-equipped with the Mk.XIV, aircraft which they kept until being disbanded in July that same year. 
• No.412 Squadron: This unit operated the Mk.V from 1941 until October 1943 when the unit was re-equipped with the Mk.IX. They took part in the aerial campaigns over Europe and Normandy. They were based to France after Normandy campaign and later to Germany where they were disbanded in May 1945.

(to be continued)

Sources:

1st https://en.wikipedia.org/wiki/List_of_Supermarine_Spitfire_operators#Canada

2nd https://en.wikipedia.org/wiki/401_Tactical_Fighter_Squadron

3rd https://en.wikipedia.org/wiki/No._411_Squadron_RCAF

4th https://en.wikipedia.org/wiki/412_Transport_Squadron 

Miles M.14 Magister, part two, American and African users.

 

The Miles M.14 Magister is a two-seat trainer monoplane designed and manufactured by Miles aircraft which was used by various Commonwealth users around the globe, among them, the following ones:

• Canada: The Royal Canadian Air Force (RCAF) employed an unknown number of Magisters as basic trainers. As we couldn't find graphical evidence, the drawing should be considered as speculative. 
• Egypt: Forty-two Miles Magisters are known to have served with the Royal Egyptian Air Force (REAF). They constituted the main trainer of the REAF during World War 2 and the immediate post-war period. 
• South Africa: Many Magisters are known to have served with the South African Air Force (SAAF) as elementary trainers. They served along the M.2 Hawk, which was the earlier variant of the type.

Sources:

1. https://en.wikipedia.org/wiki/Miles_Magister

2. Scale Aircraft Modelling - October 1997 - Miles Military Trainers

3. Putnam & Co. - Miles aircraft since 1925 

Bristol Beaufort. Part One. Some Commonwealth and Turkish Users

 

The Bristol Beaufort was a British twin-engined torpedo-bomber designed and manufactured by the Bristol Aeroplane Company. It was developed based on the experience gained on the previous Bristol Blenheim light bomber. It was mainly used the Royal Air Force (RAF) and the Royal Australian Air Force (RAAF), but  a total of two-hundred were provided to other users, namely, the following ones:

• Canada: Two units of the Royal Canadian Air Force (RCAF) employed the Beaufort. No. 415 (which, during World War 2 was under RAF's command) had six Beaufort in strength between September 1941 and January 1942.
  A new Operational Training Unit (OTU) unit, initially under RAF's organic command was formed in November 194. This unit called No.32 (Coastal) OTU was formed at RAF Sidney, on Vancouver Island in the British Columbia. After the Japanese attack on Pearl Harbor, this unit was promoted to No.32 Torpedo Bomber Squadron and was tasked with patrolling the Eastern Pacific. At the appropriate time the RCAF decided to create a force of their own and, therefore, formed on 26th October 1942 the No.149 (Seawolf) Squadron at RCAF Patricia Bay, close to RAF Sidney. This squadron received the Beauforts of the No.32 OTU, when that unit replaced them with Handley Page Hampdens for crew training purposes. However, by that time, the Beauforts were outdated and they were withdrawn on 16th August 1943. They were eventually replaced by the Lockheed Ventura. Twelve Beaufort passed into private Canadian owners and three machines survived until March 1947 before being scrapped.
• New Zealand: A total of six Beauforts served with No.489 Squadron of the Royal New Zealand Air Force (RNZAF) at RAF Leuchars (Scotland) in August 1941, with the intention of forming a front-line unit like No.415 Squadron RCAF. However, two Beauforts were destroyed and the remaining four ones were transferred in early 1942 to other RAF units to replace their losses. 
• South Africa: During 1941 the South African Air Force (SAAF) ordered a total of 18 Beauforts to help them better protect shipping lanes around the Cape of Good Hope. The British Government confirmed that 18 was the maximum number available, and so two Flights were formed, Nos. 36 and 37 at Winfield with seven Beauforts each. There they made some patrols over South Atlantic before going North in April 1942 to take part in the Operation Ironclad, the invasion of Vichy-France-controlled Madagascar. They remained there until mid-November performing many patrols and anti-submarine sorties before being merged, on 3rd July with No.32 Flight (equipped with Martin Marylands) and forming the No.20 Squadron SAAF. Initially only the Northern part of Madagascar was taken, but, eventually the whole island was conquered and, on 4th September it was decided to put the unit under No.207 Group RAF. Therefore, the unit was renumbered to No.16 SAAF, to avoid confusion with No.20 Squadron RAF.
  Madagascar surrendered on 6th November 1942. 
  South African Air Force's Beauforts were returned to the RAF and were replaced by Blenheims, but these machines were grounded on 8th June 1943 after moving to the Middle East. Additional 40 Beauforts were supplied to the SAAF, both of Mk.I and Mk.II variants, to replace the Blenheims. These Beauforts served with the No.16 Squadron from 15th June 1943 until 28th February 1944. They flew patrols in North Africa and, during September, some sorties on Southern Italy to support the Allied crossing of Messina Strait. They also escorted the Italian battle fleet to its surrender.
• Turkey: In 1944 eleven (or twelve, according to some other sources) Beaufort Mk.IAs were supplied to the Turkish Air Force (TAF). Some Turkish had already trained with the type in the Middle East and England. At least ten additional Mk.IIAs followed in 1945 and were assigned to the 105th Torpedo and Reconnaissance Group, tasked to patrol the Bosphorus and the Black Sea. The Mk.IAs served until 1947 when they were replaced by Bristol Beaufighters and the Mk.IIAs remained until 1950, becoming this way, the last flying Beauforts. The Turkish Beauforts carried no torpedoes, but they were used as reconnaissance bombers.

Sources:

1 https://en.wikipedia.org/wiki/Bristol_Beaufort

2 https://en.wikipedia.org/wiki/List_of_Bristol_Beaufort_operators

3 Hall Park Books - Warpaint 50 - Bristol Beaufort

Bristol Blenheim part two, the Bollingbrokes and Canadian Blenheims

 

The Bristol-Fairchild Bollingbroke was a maritime patrol aircraft which was also used as a trainer by the Royal Canadian Air Force (RCAF) during World War 2. It was built by Fairchild-Canada and was, itself, a licensed version of the Bristol Blenheim Mk.IV bomber.

Its origins can be traced back to 1937 when, in order to modernize and expand the RCAF, the Canadian Government selected the Bristol Type 149 (internal designation given by Bristol to the Blenheim) which was offered by Bristol, though they proposed the type to be powered by Bristol Aquila engines to have an improved range. This was made to meet the official requirement G24/35 which sought for an aircraft with coastal reconnaissance and light bomber functions to replace the Avro Anson. The Canadian Government also acquired a production license for the Bristol Blenheim by Fairchild-Canada. The first batch of 18 was shortly after ordered and components to begin production were shipped, so in the latter half of 1939 a complete production chain was already set up.

The RCAF held the original name of the Blenheim (Bollingbroke) and applied its own mark numbers. The production variants were as follows:

• Bollingbroke Mk.I: The Bollingbroke Mk.I was the original Bristol Mercury VIII-powered variant, which was intended to be used in the maritime reconnaissance role and had British equipment. A total of 18 machines were built, but, eventually they were only used in the trainer role, for which purpose two of them were fitted with dual controls. 
• Bollingbroke Mk.II: The Mk.II variant were five Mk.I modified with internal US equipment. This served as the prototype for the Mk.IV.
• Bollingbroke Mk.III: One Bollingbroke Mk.I was fitted with floaters and received the denomination of Mk.III.
• Bollingbroke Mk.IV: The main production variant. It was powered by two Bristol Mercury XV radial engines rated at 920 hp each. This version was fitted for the long-range reconnaissance role and was equipped with anti-icing boots and, in some cases, a dinghy boat. A total of 134 machines were built at Fairchild's factory in Longueil, Quebec. 
• Mk.IVW: In order to cope with the possible interruption in supply of Mercury engines, a sub-variant was made by fitting an American-built Pratt & Whitney SB4G Twin Wasp Junior Radial engines rated at 825 hp each. This was the Mk.IVW variant of which a total of 14, plus one prototype were made. 
• Mk.IVC: Another single aircraft was also fitted with a 900 hp Wright R-1820 Cyclone engine and was designated Mk.IVC. 
• Mk.IVT: The most numerous sub-variant of the Mk.IV.  In this sub-version, 350 machines kept the original Mercury XV engines, while 107 additional ones were powered by the Bristol Mercury XX engine modified to be fueled by low-octane fuel. It was fitted for the gunnery and navigation training role and made a big contribution to the Commonwealth Air Training Plan. 
  A total of 457 Mk.IVT were built with a further 51 cancelled. Six Mk.IVT were fitted with dual controls and 89 of them were converted to the target-tug role, for which they were fitted with winching gear in the rear cabin and target drogue storage in the bomb bay. They were unofficially refferred to as Mk.IVTT.

The following combat squadrons of the RCAF were equipped with the Bollingbroke at any time of their existence:

• No.8 Squadron: This was the first RCAF squadron to employ the Bollingbroke operationally. It was formed at RCAF Station Sydney, Nova Scotia in December 1940. When Japan declared war on the Allied, the squadron was transferred to the Canadian west coast and between June 1942 and December 1943, it served alongside US forces in the Aleutian Campaign. 
• No.115 Squadron: This squadron was reformed with Bollingbrokes in August 1941 and served in Alaska too. An aircraft of this squadron damaged a Japanese submarine off the Aleutians on 7th July 1942.
• No.119 Squadron: The No.119 which was formed at RCAF Yarmouth, Nova Scotia. This squadron had its Mk.Is fitted with gun packs to serve as heavy fighters, just like the Blenheim Mk.IVf. No.119 remained with the Eastern Command, flying patrols over the Gulf of St. Lawrence until it was re-equipped with Lockheed Hudsons in mid-1942.
• No.147 Squadron: Formed at RCAF Sea Island, British Columbia, in July 1942. This unit operated the Bollingbroke from its inception until March 1944 and flew around 560 operational patrols on the Canadian west coast.
• No.13 Squadron: This unit provided Operational Training at RCAF Patricia Bay, British Columbia between October 1941 and June 1942.

Apart from those unit, the MK.IVT was also extensively used by various bombing and gunnery schools and service flying schools of the British Commonwealth Air Training Plan.

The RCAF was also equipped, albeit partially, with British-made Blenheim in their Europe-based squadrons. It's known that Nos.404, 406, 407 and 415 RCAF squadrons, serving under Royal Air Force's Command, operated the Blenheim too in the United Kingdom.

 

Sources:

1. https://en.wikipedia.org/wiki/Bristol_Bolingbroke

2. Hall Park Books - Warpaint 26 - Bristol Blenheim

3. Osprey - Combat Aircraft 5 - Blenheim Squadrons of World War 2

Douglas Digby, the Canadian B-18

 

The Douglas Digby Mk.I was the Canadian denomination given to the American Douglas B-18A Bolo bomber. 

A total of twenty Digbys served with the Royal Canadian Air Force's (RCAF) Eastern Air Command ,(tasked with the vigilance of Canada's Eastern shores) where they provided an excellent role in the anti-submarine service. 

Every Digby served with the No.10 (Bomber) Squadron RCAF, unofficially known as the "North Atlantic Squadron". This squadron was formed on 5th September 1939 and was based on the Eastern Coast of Canada and Newfoundland. It was initially equipped with obsolete Westland Wapiti bombers but soon, in early 1940, they received the Digby which, by June 1940 had completely replaced the Wapiti. At least one B-18 (not B-18A or Digby), registered as PB-R, was also bought and assigned to this squadron but it crashed due to poor weather near Gander, in Newfoundland.

The Digbys served with the No.10 Squadron from June 1940 until May 1943 when the squadron was retrained to be re-equipped with the much better and able Consolidated Liberator which also had much better range.

The Digby's first completed mission was a harbour entrance patrol over Bedford Basin, in Nova Scotia, on 3rd July 1940 and their first submarine victory took place on 30th October 1942 when a Digby, registered as "747", based in Gander, sank the German submarine U-520 east of Newfoundland.

In total, the Digbys carried out 11 attacks on submarines. Eventually the Canadian Digbys were either scrapped, converted into the Douglas C-58 transport conversion or used as trainers.

Sources:

1. https://en.wikipedia.org/wiki/Douglas_B-18_Bolo

2. http://www.shearwateraviationmuseum.ns.ca/aircraft/digby.htm

3. http://www.ganderairporthistoricalsociety.org/_html_war/Digby742.htm

4. https://en.wikipedia.org/wiki/No._10_Squadron_RCAF

Airspeed AS.10 Oxford, part seven, American Users

The Airspeed AS.10 Oxford was a British twin-engined multi-role aircraft that was designed and manufactured by Airspeed Ltd. With more than 8.500 machines manufactured it was exported to many countries, among them, the following ones:

• Argentina: The Argentine 'Fuerza Aérea Argentina' (Argentine Air Force) bought three ex-Royal Air Force Oxfords in 1947, together with some more Airspeed Consuls. They were modified to be used as air ambulances, delivered in 1948 and assigned to the 'Agrupación Transporte' (Transport Group). They served through the 1950s and were phased out shortly later. 
• Canada: Twenty-five Oxfords were ordered by the Royal Canadian Air Force in 1938. They were taken from British stocks and sailed unassembled to Canada one year later, in 1939 to be assembled at Canadian Vickers in Montreal. They were initially assigned to the Canadian Central Flying School, but later, as part of the Commonwealth Air Training Scheme, they were assigned to Nos. 32, 34, 35, 36, 37 and 39 Service Flying Schools as trainers. 
• United States of America: The United States Army Air Force (USAAF) employed a total of 137 Oxfords loaned from the Royal Air Force. Most of them were used as communications and general-purpose aircraft by USAAF units stationed in the United Kingdom. From June 1942 onwards they were also used for beam approaching training. By the end of 1944 as the American types were available and delivered, the Oxfords were returned to the Royal Air Force.
  An unknown small amount of Oxfords were also loaned to the USAAF by the Royal Australian Air Force for use by those USAAF units stationed in Australian soil. The United States Navy also used two Oxfords in some unit stationed in the United Kingdom.

Sources:

1. https://en.wikipedia.org/wiki/Airspeed_Oxford#Operational_history

2. https://aviationsmilitaires.net/v3/kb/aircraft/show/1112/airspeed-as10-oxford (translated)

3. http://www.asociacionatta.com.ar/aviones/avion16.htm (translated)

4. https://en.wikipedia.org/wiki/List_of_British_Commonwealth_Air_Training_Plan_facilities_in_Canada

Avro Anson, part ten, Canadian Users & variants

Up to a total of 1.528 Anson Mk.Is were delivered to Canada from British production from 1939 onwards. It was soon found that modifications needed to be made to adequate the aircraft to the harsh Canadian climatic conditions. Therefore, machines were modified with cockpit heating, panelling inside the fuselage and carburettor heating. Ansons were supplied with Royal Air Force's (RAF) codes but they received Canadian ones progressively.
A number of them were delivered in fuselage only, without their engines, so the Royal Canadian Air Force (RCAF) turned for the United States of America for help. This way, by fitting American engines into British-made airframes, a new variant, the Mk.III was born, which was similar to an experimental Mk.I fitted with a pair of Jacobs L-6 MB radial engines with a power of 330hp each. These engines were similar to those of the Mk.II variant, which by this year, 1941, was already being manufacturing  in Canada by Federal Aircraft, in Montreal. At the same time, the Canadian variants were all retrofitted with hydraulically retractable undercarriage.
In most of the cases, turrets were taken out, and the cristal area was reduced to make the aircraft more suitable for Canadian climate.
The first Anson Mk.III was converted from an Mk.I at the National Steel Car Co. (some sources claim it was done in Manchester, England) in March 1941 and was delivered to the RCAF in May. The first Mk.III made totally in Canada was completed by De Havilland Canada in late May.
The RAF initiated another engine change for the Anson when, in late 1941 and early 1942 an Mk.I was fitted with Wright Whirlwind engines, was tested at RAE Boscombe Down and received the denomination of Mk.IV.
This prototype, which initially conserved its turret, was shipped to Canada and was taken by the RCAF on 19th March 1942. Shortly later it was loaned to the USAAF for five months, between July and November. It seems that in 1942, with the Mk.II rolling out of the factories, there was no need for an Mk.IV. However, given the possibility of the Jacobs engines running out of supply, an unknown number of Mk.I and Mk.III were converted to the Whirlwind engine as an interim measure.
Given the hurry to get the Ansons available for the training facilities of the RCAF it's no clear which variant was used in every situation. Furthermore, to add more confusion, some Anson were modified locally in many RCAF stations.
Canadian manufacturing process of the Anson went one step further than the steel and canvas covered airframe. Given the availability in large numbers of wood, Canadian engineers decided to built an all-wooden version employing almost the same techniques as those used in the Mosquitoes during the same period of time. This new variant, called Mk.V and nicknamed as the 'Canadian wooden wonder' had three portholes on the fuselage sides hydraulic undercarriage and was powered by two Pratt & Whitney Wasp Junior engines which yielded each of them 450 hp of power.
It was officially manufactured by Federal Aircraft Co., in Montreal, even if the prototype was built by a company named 'Vidal' in Bristol, Massachusetts, in the USA. It flew for the first time in early 1942 and was the first of the 1.070 exemplars that would be made of this trainer and transport variant. This variant was built in three Canadian factories and was again modified with the inclusion of a Bristol B.1 turret. This variant, called Mk.VI, was intended to be used for bombing and gunnery training, however, just a single prototype was built.
The Mark V proved to be an excellent machine and remained in service with the RCAF and Royal Canadian Navy well until after the war when, as many of the training stations set in the Commonwealth Air Training Plan were being deactivated, they were sold onto the civilian market.
The Avro Anson served with most of the Service Flying Training Schools (SFTS) set up in Canada, of which no less than 19 of them were established. Apart of those SFTS they served also with the No.10 Air Observers School, No.11 Bombing and Gunnery School and five Air Navigation Schools. They also served in Nos. 1 and 31 General Reconnaissance Schools and Nos. 312, 32, 34 and 36 Operational Training Units as well as the RCAF Central Flying School, three Flying Instructor Schools and many Fleet Requirement Units of the Royal Canadian Navy.

Sources:
1. Hall Park Books - Warpaint 53 - Avro Anson
2. https://en.wikipedia.org/wiki/Avro_Anson
3. https://www.valka.cz/Avro-Anson-t54872 (translated when needed)

Fairey Battle, part one

The Fairey Battle was a British single-engine light bomber which was designed and manufactured by Fairey Aviation Company. It was developed during the mid 1930s as a monoplane successor to the Hawker Hart and Hawker Hind biplanes.
As by late-1940 the type had been relegated to training roles, it was used by many countries. The ones we're covering today are Australia and Canada.

• Australia: The Battle served as a trainer with the Royal Australian Air Force (RAAF). On 30th April 1940 the first Battles were delivered to the No.1 Aircraft Depot to be reassembled and by 29th June, they were already flying. Deliveries took place at a steady pace until 7th December 1943 when the last one was received. The ones delivered were Battle TT, a mixture of bomber, target-tug and trainer as they could carry bombs, had towing equipment and dual controls. They were used by Bombing and Gunnery schools until 1945 with the last one being withdrawn from service in 1949.
• Canada: In as early as August 1939 the Royal Canadian Air Force (RCAF) received the first delivery of eight Battles at RCAF Station Borden, Ontario. Eventually a total of 802 Battles were delivered from the United Kingdom to serve in various roles and configurations such as dual-control trainers, target-tugs and gunnery trainers for both Bombing and Gunnery schools of the Commonwealth Air Training Plan. Some of them were of the IT variant, which featured a Bristol turret for gunnery training. The Canadians gradually stopped using the Battle as more advanced trainers were introduced like the Bristol Bolingbroke and the North American Harvard. The Battle remained in active with the RCAF until shortly after the end of the war in 1945.
  Oddly enough, a single Battle was fitted with a 840 hp Wright Cyclone R-1820-G38 radial engine in October 1940. This was made as a stopgap conversion just in case the supply of Rolls-Royce Merlin engine (the one that powered the Battle) were unavailable. This single machine was labelled as Fairey Battle IIT.

Sources:

1. https://en.wikipedia.org/wiki/Fairey_Battle

2. http://www.adf-serials.com.au/2a22.htm

3. https://www.bombercommandmuseum.ca/aircraft/fairey-battle/
4. http://silverhawkauthor.com/canadian-warplanes-4-the-second-world-war-fairey-battle_720.html

Fairey Albacore, part four

By mid-1942 there were up to 15 squadrons operating the Albacore, from the Arctic Circle protecting Soviet convoys to the Mediterranean, Western Desert and Indian Ocean.
The Albacores were also present at the Battle of El Alamein, as well as Sicily and Salerno landings. During the period ranging from September 1941 until June 1943 No.828 Naval Air Squadron, based in RAF Hal Far, Malta, had to operate a squadron of Albacores under severe blitz conditions due to the siege of Malta, mainly against Axis and Italian shipping and shore targets in Sicily.
On 9th March 1942 twelve Albacores from HMS Victorious (R38) were launched to attack the German Battleship Tirpitz at sea near Narvik, Norway. According to the information from one of six radar-equipped aircraft already airborne, Albacores from 817 and 832 Squadrons launched torpedoes and some even fired their machine guns. Apparently, one of the attacks came just 30 ft (9,1 m) of success at the bow, but the Fleet Air Arm's (FAA) attack on the Tirpitz failed with two aircraft lost and many others damaged.
By mid-1942 around 15 Squadrons were equipped with the Albacore and, in November 1942 the ones belonging to Nos. 817, 820, 822 and 832 Squadrons were deployed in combat to support the Allied landings in North-Western Africa, the so-called Operation Torch. They were employed in anti-submarine patrols and ground-support by bombing enemy coastal positions.
The year 1942 marked the zenith of the Albacore and, by 1943 it was progressively replaced by the Fairey Barracuda or the Grumman Avenger in the FAA. The last Albacore squadron, No. 841, which had been used for shore-based attacks against shipping in the Channel, for the whole of its career with the Albacore, was disbanded in late 1943.
The Royal Air Force (RAF) also employed Albacores. No.36 Squadron based at Singapore acquired five of them to supplement their obsolete Vickers Vildebeest at RAF Seletar in December 1941. The remnants of the squadron were captured by the Japanese in March 1942 when Singapore fell. In November 1943 No.415 Squadron Royal Canadian Air Force (RCAF) was equipped with Albacores coming from both No. 820 and 841 Squadrons FAA for use in the English Channel during Operation Overlord, being this way the last biplane in service with the RCAF. The Squadron was later reformed and transformed into No.119 Squadron RAF and, in July 1944 it was transferred to Belgium where their Albacores were replaced with the radar-equipped Swordfish Mk.III in early 1945, due to spare shortages.
The very last unit to used the Albacore was the Aden communications flight which used 17 Albacores between mid-1944 and 1946. Some of them were delivered from FAA stock in the SS Empire Arun in December 1945.

Sources:
1. https://en.wikipedia.org/wiki/Fairey_Albacore
2. http://www.pilotfriend.com/photo_albums/timeline/ww2/Fairey%20Albacore.htm
3. https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=1390
4. https://www.valka.cz/Fairey-Albacore-Mk-I-t1348
5. Hall Park Books - Warpaint 52 - Fairey Albacore

Fairey Swordfish, part two, Commonwealth & Royal Air Force users

As it could've been expected, the Fairey Swordfish was also used by some Commonwealth countries as well as the Royal Air Force. The users covered in this post are:

• Australia: The Royal Australian Air Force got six new Swordfish in 1942 in a rather unexpected way. On 17th March 1942 it was reported that a number of wooden crates had arrived at the Bullsbrook railway siding from Fremantle Port. It was assumed that they contained the expected Curtiss P-40E Kittyhawk fighters that would replace the fighters of the No.77 Squadron RAAF as they were unloaded from an American cargo ship. When it was discovered that they contained Swordfish, it was decided to assemble them. They were operated mainly by No.14 and No.25 Squadrons RAAF as well as some independent HQ flights. 
• The three ones assigned to the No.25 Squadron were used in anti-submarine patrols around Rottnest Island and Gage Roads, off the port of Fremantle. Two more were assigned to the No.14 Squadron which used them in the liaison duty and they flew often between Pearce and Busselton where squadron's detachments were located. The remaining Australian Swordfish served with RAAF Pearce's Station Headquarters in communications flights. 
• Canada: The Swordfish was operated from the Naval Gunnery School at Yarmouth, Nova Scotia and the Royal Navy Station at Dartmouth. In 1946 Fleet Requirement Unit 743 (RCN) was equipped with Swordfish which used them in general purpose duties. When they were finally written off, the Royal Canadian Navy's air arm reserve approved to ferry some of the veteran Swordfish to 11 Naval Reserve Divisions all across Canada for ground crew instructional purposes.
• Royal Air Force: Up to six RAF squadrons were equipped at one point with the Swordfish. Numbers 8, 119, 202, 209 and 613 Squadrons used the Swordfish, apart from two Anti-Aircraft Co-operation units (based in Gibraltar, Malta and Singapore) and one pilot advanced training unit. One of those squadrons, the No.119 was equipped with the Swordfish Mk.III very late in the war, in January 1945 to be more precise. They transitioned to the ASV-equipped variant because they had been rebased to Belgian coast in order to switch to midget submarines as their main targets, for which the ASV-radar proved to be very useful. They flew ASW patrols up to, literally VE-Day, on 8th May 1945 and the squadron was disbanded shortly later, on 25th May. 

Sources:

1. en.wikipedia.org/wiki/Fairey_Swordfish

2. http://www.adf-serials.com.au/swordfish.htm

3. http://silverhawkauthor.com/canadian-warplanes-1-the-biplane-era-fairey-swordfish_697.html

4. https://ingeniumcanada.org/aviation/collection-research/artifact-fairey-swordfish-ii.php

5. https://en.wikipedia.org/wiki/No._119_Squadron_RAF

Avro Lancaster Mk.II - Canadian users

The Avro Lancaster Mk.II was a variant of the regular Lancaster Mk.I that was powered by four Bristol Hercules radial engines. It was used in limited numbers by the Royal Air Force where it was replaced before the end of the war, due to its limited performance. It served more widely with the Royal Canadian Air Force during the World War II. The Canadian squadrons covered in this post are:

• No.408 'Goose' Squadron: This squadron received the Avro Lancaster Mk.II in October 1942 replacing their previous Handley Page Halifax when they were based at RAF Linton-on-Ouse, in Yorkshire. Due to the performance of the Lancaster Mk.II they reverted back to the Halifax in summer 1944.
• No.426 'Thunderbird' Squadron: The Lancaster Mk.II replaced the Vickers Wellington for this squadron in June 1943 when based at RAF Linton-on-Ouse, in Yorkshire. With the Lancaster Mk.II they continued with the night bombing raids for the next ten months and, in April 1944 they began to re-equip with the Handley Page Halifax due to the performance of the Mk.II not being as good as expected. 
• No.432 'Leaside' Squadron: When this squadron was based in RAF East Moor, in Yorkshire, this squadron received the Avro Lancaster Mk.II as their first bomber. They were formed in May 1943 and got the Lancasters Mk.II in October 1943, just one month later of being assigned to RAF East Moor. They took the name from the town of Leaside, in Toronto that officially "adopted" this squadron. They served with the Lancaster Mk.II until February 1944 when the Lancasters were replaced with Handley Page Halifaxs.

Sources:

1. https://en.wikipedia.org/wiki/Avro_Lancaster

2. https://en.wikipedia.org/wiki/408_Tactical_Helicopter_Squadron

3. http://www.bombercommandmuseum.ca/squadron_408.html

4. https://en.wikipedia.org/wiki/426_Transport_Training_Squadron

5. http://www.bombercommandmuseum.ca/squadron_426.html

6. https://en.wikipedia.org/wiki/No._432_Squadron_RCAF

7. http://www.bombercommandmuseum.ca/squadron_432.html

8. Signal Squadron - Aircraft In action 52 - Lancaster in Action

25pdr SP, tracked, Sexton

Today we bring you another tracked land vehicle. The 25pdr tracked Sexton was a self-propelled artillery vehicle from the World War 2 that was based on the Canadian built versions of the M3 Lee and M4 Sherman tanks, which were built in Canada under the name of Ram and Grizzly.
When the production of the Sherman expanded and the supply of tanks wasn't no more a problem, it was decided, in 1943 to switch the Canadian production lines to manufacture the Sexton in order to provide the British and Commonwealth forces with a mobile artillery based on the QF 25pdr howitzer.
It was used by the British and Canadian forces during the Second World War and with South Africa and the Polish Forces in the west. After the war, some Sextons, together with some Grizzlies, were sold to Portugal where they served until the 1980s.
There were three versions of them, Sexton I, which was based on the Ram tank hull and only 125 of them were produced, Sexton II, which was based on the chasis of the Grizzly (M4A1 Sherman) and added boxes to the rear deck in order to carry batteries and an auxiliary generator to charge them and, finally, the Sexton GPO (Gun Position Officer) which was an unarmed command version.

Sources:
1. https://en.wikipedia.org/wiki/Sexton_(artillery)
2. Salamander Books - The Illustrated Encyclopedia of the World's tanks and AFV

Avro Manchester - Canadian Users

The Avro 679 Manchester was a British heavy bomber developed during the early stages of the World War II. It was a failure due to its engines but, it was the forerunner of the Avro Lancaster, most probably the best British strategic bomber of the World War II.

The Royal Canadian Air Force was the only foreign user of this bomber, where it served in two squadrons, the No. 408 and the No.420.
With the No.408 "Goose" Squadron it served initially together with the already aging Handley Page Hampden, operating from Lindholm, in Yorkshire from 1941, when it was activated, until 1942 both types were replaced by the Handley Page Halifax.
In the No.420 "City of London" Squadron, it served briefly when this squadron was activated on 19th December 1941 but, due to the bad reputation of the Manchester, it was quickly replaced by the Handley Page Hampden, also in December 1941.

Sources:
1. https://en.wikipedia.org/wiki/Avro_Manchester
2. https://en.wikipedia.org/wiki/408_Tactical_Helicopter_Squadron
3. https://en.wikipedia.org/wiki/No._420_Squadron_RCAF

Macchi C.202 - Foreign users

This nice Italian fighter was used by many foreign users.

• Croatia had around 20 or 22 in service during 1944 and used them to intercept allied bombers. They were assigned to the Kroat JGr.1 and, while serving with them they retained their Luftwaffe markings. They scrambled for the first time in March 1944 against an American raid west of Zagreb, however there wasn't any combat as they were instructed to attack only damaged airplanes and stragglers from the main formation. When the Croatian Air Force Legion was replaced by the Croatian Air Force Group, they received new markings and they served in the combat role until September 1944 when they were relegated to training duties mainly because of their weak armament.
• Many of them were captured during the Allied campaign in Italy and therefore saw limited service with the Royal Air Force, the Royal Canadian Air Force and the United States Army Air Force, mainly under testing purposes.
• They also served with the Air Force of the Italian Social Republic, the Aeronautica Nazionale Repubblicana but only in the trainer role.
• The German Luftwaffe also used some of them, mainly as trainers too in the Orange fighter school.
• Apparently, the Schweizer Flugwaffe (Swiss Air Force) ordered 20 Macchi C.202 on 12th May 1943 but none of them were delivered as Italy had no export capabilities as they were concentrating in defending their own national air-space.

Sources:

1. https://en.wikipedia.org/wiki/Macchi_C.202

2. Salamander Books - The Complete Book of Fighters